ASSISTING VESSEL IN DISTRESS

(Sighting a FV in distress, heavy seas, gale force 8)

Obliged under Solas and Nav Act to render assistance to persons.

Communicate by radio if possible. VHF, 2182 etc.

Advise MRCC of position and situation.
Possibly send Mayday Relay.

Send a signal to let them know they had been seen.

Prepare line rocket; rig scramble nets.

Seas probably too heavy to use own rescue boat.

Need to get line to the vessel and transfer crew to own ship.

AUSREP NOTES

Enforced by Nav Act.

Applies to all ships (except coastal FVs) including foreign ships between first and
last Australian ports(but full participation encouraged)

AUSREP uses the IMO SOLAS Reporting format

items A. to X. followed by fullstop, listed across rather than down the page

SP - from 24 hours before sailing, to 2 hours after.

PR - daily position report at nominated time (more often in severe weather).

DR - Compulsory at any time ship should find itself 2 hrs out of predicted position.

FR - When vessel makes VHF contact, and no later than 2 hours after arrival.

If PR not received on time:

2 hrs, vessel is put in normal coast station traffic lists

6 hrs, vessel called at intervals and before traffic lists

using the JJJ - REPORT IMMEDIATE call
AMSA contacts owners, agents, other vessels

21 hrs, upgraded to XXX/PANPAN, details put in Navarea X and included

in weather fax broadcasts.
 24 hrs, Search action commences.

Note: AMSA knows if vessel has a 406 Mhz EPIRB

Can send Ausrep messages free via Inmarsat A, B or C using Service Code 43.

OTHER MANDATORY REPORTS

DG ( Dangerous Goods)
HS (Harmful Substances - oil, etc)
MP (Marine Pollutants)

PRECAUTIONS LOADING CHEMICALS

No contamination/reaction

IMDG Code

Flash Point, Toxicity

FFE ready

Checklist - ISGOTT for chemicals.

COLLISION CHECKLIST

Interco Book, ICS Bridge Procedures

Reduce Impact - Stop Engine

Sound General Alarm for Muster Stations

Close W/T Doors, Pumps Running, Emergency Generator Started

Assess Damage (Stability, Fire Risk, Casualties)

Water Entry - (4.3 A Root D) t/sec (area of hole, depth below waterline)

Contact other vessel (name, port from/to, owner etc) and render assistance

Advise authorities and other vessels on Ch.16, call for assistance if required.

Pollution - SOPEP Gear ready.

LSA gear ready, rescue boat swung out.

Position on chart, Make Notes - Log Entries

Report of Accidents

HOLD OTHER VESSEL RESPONSIBLE

NOTE PROTEST

CONTACT - SAFETY AUTHORITY - SURVEYOR - OWNER - CHARTERER - CLASS

SOCIETY - AGENT

Rescue -REDUCE SPEED IMMEDIATELY IF CAPSIZED V/L SIGHTED

CONTAINERS

What info comes with container?

Booking List - S/No. with weight, contents.

On Container, Safety Approval Plate

If Dangerous Goods, also get Notice to Ship DG with UN No.

Class Sticker, plus triangular sticker each end if Marine Pollutant.

PRECAUTIONS FOR DANGEROUS GOODS

Special Stowage Plan, Notices to crew.

No Smoking notices

Emergency alarm operable by hatchman to warn people in vicinity

Charged Fire Hose ready

 (0.2 cu.m dry sand or 2 x PFEs if water ineffective)

No flame, sparks, welding.

Electrical precautions (enclosed lamps not to spark)

No evidence damage, leakage, spillage

(if so to be reported to surveyor, only qualified person to handle).

Possible Extra Fire Precautions as per MO15

Water, Electrical precautions, Ventilation, Protective Clothing, PFE etc.

If Class 1 Explosives:
No bunkering, protected from sun/wet.
Only VHF.UHF radio and no closer than 2m.
Radio/radar all off at main power with NOTICES.

Must have MFAG

DETERMINATION AND CONTROL OF OF DRIFT WHEN DISABLED

Observe drift behaviour in normal loaded & light conditions

Document and retain details

can draw on transparent paper to put over chart

Initial drift direction depends on ships head at time of starting drift.

VLCC with wind on beam, can drift 070-209 (bulbous bow)

E.g., In ballast with 5m stern trim, with a northerly wind
If brought to head east, will drift 150
If brought to head west, will drift 210

Effect of wind/waves can be estimated from tables in ICS Salvage Guide

based on test models, correspond OK for VLCCs
assume wind force 7, waves 5 m
also need to allow for tide/currentr.

Initial drift direction can be influenced by trim, list, loading, and whether the wind in on
the port or stbd side of the vessel.

Engines can be used to bring stern into wind (single screw)

if rudder jammed hard over, can still keep head to wind.
 if rudder free-flapping, it will probably remain hard Port or Stbd while
propeller is going aheads or astern.

Anchors could be veered out to about 4 shackles to act like a drogue and keep head to
wind. More than 4 shackles might be difficult to heave in.

To slow or stop ship, use short scope at first, and lengthen as ship slows.

DRYDOCKING PRECAUTIONS

STABILITYSOUNDINGS STRENGTH etc WORK TO BE DONE

Upright Drydock Plan Block all discharges

Virtual rise of G Position of Shores Lavatories locked.
Draught and Trim Fit fenders Cargo Locked up
Positive GM at Crit Inst Derricks Secured Clean ship as water goes
Hatches closed Shore power/water
P=MCTC x trim / LCFaft Hull Projections Fire Patrol/FFE
Transducers Gangway
tan loll = 2GM/BM Extra shores if cargo o/b Check/secure compasses

Gmloll = 2GM / cos loll Repair Lists circulated

Tanks sounded Survey Documents
Empty or pressed up Head Count Docking plugs safe

EMERGENCY REPAIRS

Steering Gear

Drag Weights on one side of vessel, or astern with wires each side.

e.g. ER bottom plates, steel doors, waterlogged coil of rope

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

01. Hanging off an anchor.
How will you approach to a single buoy with anchor cable through the hawse
pipe?

Ans.

Hanging off an anchor.

The windlass is first walked back until the anchor ring is outside the hawse pipe, a man
is sent over the side on a Jacobs ladder to pass a slip wire, led from the break in the
foc'sle head through the anchor ring and secured to bitts on the foc'sle head. The wire
rope must be of adequate strength to support the weight of the anchor and a short bight
of cable. i.e. for a 5 tonne anchor the wire rope should be approx 24 mm.
Another slip wire is passed through the 4th link of the cable behind the shackle to hold
the weight of the cable once the shackle is broken.
The windlass is then walked back further until the weight of the anchor is taken by the
first wire.
The second wire is then heaved tight so as to hold the weight of the cable when the
shackle is broken.
The shackle is broken, the end of the cable is lowered with the securing wire into the
boat.
Mooring to a buoy.

The approach should be made with the minimum of headway, always stem the tide or
wind, (whichever is stronger) in order to avoid a swing developing when the engine is
worked astern.
In calm conditions with no wind breaking effect present, the risk of overshooting exists.
For this reason, the vessel is headed for the buoy fine on the starboard bow. When the
engine is worked astern to reduce headway the swing is favourable. To hold the ship in
position, sent away a slip wire first, i.e. a wire rove through the ring of the buoy with it's
end brought back onboard and both parts turned up on the bits. Do not secure a slip
wire by dropping its eye over the bits as it may be difficult to let it go again.
The messenger line should be led through the ring of the buoy and brought back
onboard so that the end of the cable may be hove out to the buoy either via the hawse
pipe or over the forward fairlead. When the cable is fast, heave in the slack on the
windlass so that the weight is taken off the slip wire. Leave the slip wire rigged as the
reverse procedure is used when it comes time to let the ship go.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

02. Clearing a foul hawse.

Ans.

a) Use a 30 mm manilla lashing to lash the cables securely together below the turns.

b) Secure a mooring wire to the sleeping cable below the turns as a preventer. Heave
up the slack on this before turning it up on the bits.

c) Walk back on the sleeping cable to bring a joining shackle forward of the windlass.
Make fast the second mooring wire below the shackle and turn it up on the bits.
Break the joining shackle and lower the end of the cable down the hawse pipe.

d) Use two small wires from each bow to pass the free part of the sleeping cable over
and under the riding cable in the reverse sense of the original turns.

e) Lash the end of the sleeping cable temporarily to the riding cable, disconnect the
mooring wire and take out the turns which have developed in it. Reconnect to the
open link and let go the temporary lashing.

f) Haul the end of the sleeping cable back up the hawse pipe, reconnect the joining
shackle and let go mooring wire. Use the windlass to pick up the slack of the cable.

g) Let go the mooring wire preventer and the only thing holding the two cables
together is the manilla lashing.
This may be cut by means of a knife lashed to the end of a boathook or by a long
handled scraper, which will not endanger a man as the cable falls apart.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

03. Beaching a ship. Full procedure.

Ans.

Beaching a ship is normally carried out for either or both the following reasons:-

i. To prevent imminent collision.

ii. To prevent loss of the vessel damaged and in danger of sinking.

Procedure.

a) Study a large scale chart of the available coast line. The ideal beach is gently
shelving with
either a sand or shingle bottom.

b) Put the ship on the beach with it's full ballast capacity, this will make the operation of
 refloating much easier. If the tide is appreciable then chose a falling tide about one
hour
after high water.

c) Do not use the anchors when making the approach.

If the manoeuvre is misjudged it may be found that all the cable has been paid out
and the
vessel is still not aground, or the vessel may take the ground sooner than expected
and sit on
an anchor.

d) Approach the proposed site of beaching very slowly, taking soundings on each bow.
As the soundings approach the draft of the ship, stop engines and let the vessel take
the
ground gently. If possible arrange for the keel to take the ground along it's entire
length.

e) Once the vessel has taken the ground, fill up all the rest of the ballast capacity to
settle her
down and to prevent any tendency of the vessel's stern to "bump" the sea.

f) Soundings should be taken all around the vessel to check that it is beached along it's
entire
length and not just at the bow or sitting on a pinnacle.

g) A checklist should be compiled containing:-

Checking casualties, assessing internal damage, signs of pollution from possible
fractured oil
tanks, condition of stability if the vessel has suffered an ingress of water, all tanks to
be
sounded, statement to be entered into the Offical Log Book.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

04. Fire in the engine room. Everything you would do as master?

Ans.

a) Ensure that the alarm is sounded.

b) Quickly assess the situation in consultation with Chief Engineer, discover what is
burning
and location of the seat of fire.

c) Muster crew. Head count to ensure that no one is missing. Brief crew on the nature
of the
 fire. Tackle fire immediately if practicable with emergency party wearing S.C.B.A.

d) Close all vents and fans to cut supply of air to the fire.

e) Depending on vessels locality, stop main engine and any other unnecessary
machinery such
as boilers, fuel valves to be shut.

f) Commence boundary cooling if possible.

g) Lifeboats to be lowered to embarkation deck.

h) Get constant update on fire fighting progress from officer in charge on the scene,
C/O, 2/E.

i) Depending on severity of fire, inform nearest Coast Station.

j) If water is being used for fire fighting, keep close check on stability i.e. that pumps
can cope
with water.

k) If conventional means are proving unsuccessful at containing the fire, thought to be

given to
using fixed smothering system. i.e. High expansion foam or CO2

Procedure for activating smothering system.

a) Evacuate the engine room.

b) Carry out a roll call and/or head count of all personel.

c) Check the amount of CO2 gas to be injected in comparison with the planned
injection
information. (This plan is usually displayed on the bulkhead of CO2 room)
d) Open the firing cabinet door, causing alarm to activate.

e) Operate the firing handle / mechanism to fire the pilot bottles.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

05. Questions on compass adjusting.

5.1 Explain the coefficents.

COEFFICENT A, is caused by an arrangement of asymmetrical horizontal soft iron
which results in a constant deviation on all headings.

APPARENT A is a deviation that appears to exist but in fact doesn't. It is caused by

mechanical or human error.

For example:-

a) Lubber line not representing the fore and aft line of the ship.
b) Line joining N/S not parallel to magnets.
c) Error in azimuth mirror taking bearings.
d) Error in variation used.
e) Error in magnetic bearing used of the distant object used to swing compass.
f) Error due to swinging ship too quickly in one direction.

COEFFICENT B, is the maximum semi circular deviation due to:-

a) The fore and aft component of the ships permanent magnetism. (Force P)
b) Z induction into vertical soft iron located on the fore and aft line, either for'd or aft of
the
compass. (Force cZ)

Deviation = B sin.

Maximum on East or West.

Zero on North and South.

COEFFICENT C, is the maximum semi circular deviation due to:-

a) Athwartships component of the ships permanent magnetism. (Force Q)

b) Z induction into vertical soft iron situated port or stbd side of the compass or to the
compass
being sited out of the fore and aft centre line. (Force fZ)
It is corrected with athwartships permanent magnets below the compass.

Deviation due to C = C cos

Maximum on North or South.

Zero on East or West.

 EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

COEFFICENT D, is the maximum quadrantal deviation due to symmetrically placed fore

and aft or athwartships horizontal soft iron. There is no deviation on the cardinal
headings.
Most vessels have a +D which is corrected with spheres athwartships which is -D.
There is a mean loss of directive force associated with continuous horizontal soft iron.
There is a mean gain of directive force associated with divided horizontal soft iron.

Deviation = D sin O

COEFFICENT E, is the maximum quadrantal deviation due to asymmetrical horizontal

soft iron or to the compass being placed out of the fore and aft centre line.
There is no deviation on the intercardinal headings.
If coefficent E exists on its own (without D) it would be corrected by placing a pair of soft
iron spheres 45 to the fore and aft line.
If both D and E present, spheres slewed proportionally between 45 and 90. i.e.
athwartships.

Deviation = E cos 2

5.2 The correct order of placing correctors into a magnetic compass.

Flinders Bar, spheres, heeling error, horizontal magnets.

The flinders Bar corrects for induced B and C and because of its dimensions will cause
coefficent D and heeling error. It must therefore be in position before correcting D and
heeling error. The spheres correct coefficent D of the ship and Flinders Bar and also
coefficent E. On account of their shape they will also cause heeling error and therefore
must be in position before placing the heeling error magnets. The heeling error magnets
correct for heeling error of the ship, spheres and Flinders Bar. These magnets will also
induce magnetism into the Flinders Bar causing permanent B and permanent C if
slewed. Heeling error should therefore be corrected before placing the horizontal
magnets. Horizontal magnets correct for coefficent B and C. Preference should be given
to adjusting the large coefficent first. The horizontal magnets will cause induction into
the spheres and the Flinders Bar. If the soft iron correctors were placed after the
horizontal magnets, the correction of B and C would be upset.
EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

5.3 Compass adjusting. When and what precautions?

Compasses shall be examined and where necessary adjusted by an adjuster:

a) Prior to the first survey for the issue of a certificate of survey.

b) After a layup of three months or more.
c) Following passenger ship or safety equipment survey.
d) When a non Australian registered ship is licensed to the Coastal trade.
e) When the ship and equipment has been overhauled, altered etc, so as in the opinion
of the
surveyor, it is likely to affect the compass.
f) Surveyor has reasonable grounds to believe the compass is unreliable.
g) hen constant excessive deviations are experienced.

Precautions:

a) Cranes, derricks and davits etc should be stowed in the sea going positions.
b) The vessel should be in the upright position.
c) The compass should be tested for friction by effecting the compass and noting its
ability to
return to a constant heading.
d) The lubber line should be checked to ensure it is in the middle fore and aft line of the
ship.
e) The accuracy of the azimuth mirror should be checked by observing arrow up and
arrow
down bearing of a fixed object.
f) No ship should be within 3 cables since she may cause magnetic interferences.
h) The Spheres and Flinders Bar should be checked for retained magnetism.

5.4 Vertical soft iron - Southern Hemisphere. What Poliarity?

Lines of force flow out of the Red and into Blue pole.
Lines of force flow out of South pole into North pole.

Therefore in Southern Hemisphere:

V.S.I is induced red up.

 EMERGENCIES/SEAMANSHIP/NAVIGATION & EQUIPMENT

5.5 Differentiate between Lambda 1 and Lambda 2.

LAMBDA 1 is the ratio of the mean directive force onboard and the undisturbed
horizontal field of the Earth.

LAMBDA 1 = MEAN DIRECTIVE FORCE ABOARD

DIRECTIVE FORCE ASHORE

LAMBDA 2 is the value of Lambda when coefficent D is corrected, i.e. the spheres are
properly placed.

LAMBDA 2 = mu2 = SHIP'S MULTIPLIER.

mu is the ration of the mean vertical force at the compass position, to the Earth's vertical
force ashore at the same place.
mu is the value of mu when heeling error is properly corrected.

Reasons for finding Lambda.

i. Largest value of Lambda indicates a reasonable position for the compass.

ii. For use of the ships multiplier in the correction of heeling error.

iii. To find the separate effects of fore and aft and athwartships horizontal soft iron
causing coefficent D.

Angle of slew:- Tan slew angle = Induced C

Induced B

Maximum deviation due to Induced B and C.

Maximum deviation = Induced B + Induced C

5.6 Period of oscillation of a magnetic needle.

T=2 i
M.H.
T = Period of one oscillation.
i = Moment of inertia of the magnet.
M = Magnetic moment of the magnet.
H = Strength of the magnetic field.
 EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

5.7 What is Heeling Error?

Heeling error is the amount of change of deviation when the vessel is inclined due to:

a) The vertical component of the ship's permanent magnetism. (Force R)

b) Z induction into vertical soft iron situated above or below the compass. (Force kZ)

c) Z induction into transverse soft iron when the ship is inclined. (Force e2Z)

d) The fourth cause of heeling error is due to the fore and aft horizontal soft iron
terminating
above or below the compass and induced by H. (Force gH)

5.8 Why corrections for Heeling Error will not hold good for all magnetic latitudes.

a) The vertical component of the ship's permanent magnetism. (Force R)

b) Z induction into vertical soft iron situated above below the compass. (Force Kz)
c) Z induction into transverse sort iron as the vessel inclined. (Force 2Z)
The component due to permanent magnetism varies inversely as H with a change of
magnetic
latitude and that due to Z induction as tangent of the angle of dip.
As both causes are corrected with permanent magnets the correction cannot hold
good for
all magnetic latitudes.

5.9 Why correction for Heeling Error should be made for that for coefficent B.

Because the Heeling error magnets may possibly induce the Flinders Bar which would
cause a coefficent permanent B.
B corrects permanent B of the ship and any induction in the Flinders Bar caused by
Heeling magnets.

5.10 The analysis method.

a) The spheres are put in mid position on the brackets and an estimated amount of
Flinders
Bar placed.
b) Vessel steadies on NE, SE, SW, and NW, deviations observed D is found and
corrected.
c) Vessel steadies on N, E, S, and W, in turn \2 is found using an oscillating compass
needle.
d) Vessel steadies on E or W magnetic Heeling error corrected with V.F I and value of
\2
found above.
e) Assuming B > C head E or W (compass) calculate coefficent B and correct it with
a fore and aft magnet.
f) Head N or S (compass) calculate C and correct with athwartships magnet.
g) Swing ship slowly, observe deviations. Calculate coefficents and adjust as
necessary.
EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

5.11 The deflector method.

a) The Flinders Bar and Spheres should be placed as for a normal adjustment.

b) The vessel is steadied on E or W by compass and the Heeling error adjusted using
the
Vertical Force Instrument.

c) The vessel is steadied on N by compass. The deflector is placed in position with its
pointer
over the compass North. A fixed point on the card is chosen which is near East. i.e.
080.
The deflector is rotated clockwise and the adjustment screw turned to open the
hinged
magnets until the card has been deflected 90 with the pointer of the deflector over
the 080
mark. The scale reading of the deflector is noted and the deflector removed.

d) The vessel is steadied on E by compass. The above procedure is again repeated

until the
card is again deflected 90 with the pointer over 080. The scale reading is noted and
the
deflector removed.

e) The vessel is steadied on S by compass. The 90 deflection is again achieved but the
deflector is kept in place. The deflector is then set to the mean of the readings
between N
and S, the card will move as a result, and fore and aft magnets are introduced to
restore the
card to the 90 deflection.
This corrects coefficent B. The deflector is removed.

f) The vessel is steadied on W by compass and the card deflected 90 as before. The
deflector is
kept in place and set to the mean of the readings on E and W and again restored to
the 90
deflection by placing athwartships corrector magnets. This corrects coefficent C.
The deflector is not removed.

g) Whilst on W the deflector is set on the mean of the readings on N, S, E, and W. The
card is
again restored to the 90 deflection by adjusting the position of the spheres.
This corrects coefficent D.
Coefficent B has been corrected by making the directive force the same on N and S.
 Coefficent C has been corrected by making the directive force the same on E and W.
Coefficent D has been corrected by making the directive force the same on N, S, E
and W.
EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

5.12 When would you use the Tentative method for compass adjusting?

This method can be used in a ship at least one year old and in which the magnetism
has become fairly stable.
The coefficents are not calculated but the deviation on various headings are removed.
It is used for routine swings and assumes the deviations before the adjustments are not
large.

5.13 Describe the Tentative method.

a) The amount of Flinders Bar is checked and altered if felt necessary.

b) Spheres tested for permanent magnetism.

c) The ship is steadied on E or W magnetic, and the Heeling error corrected with the
Vertical
Force Instrument. An assumed value of 0.8 or 0.4 is used for Lambda 2.

d) The ship is steadied on E or W by compass and the deviation is removed by

adjusting the
fore and aft magnets.

e) The ship is steadied on N or S by compass and the deviation is removed by

adjusting the
athwartships magnets.

f) The ship is steadied on an intercardinal heading and the deviation is removed by

adjusting
the position of the spheres.

g) Moving the spheres may affect the correction of B and C, so that the ship is now
steadied
on the opposite heading to that on D. Half the deviation is removed with the fore and
aft
magnets.

h) Similarly the ship is steadied on the opposite heading to that in (e) and half the
deviation
removed with the athwartships magnets.

i) g) and h) may affect the correction of coefficent D so that the ship is steadied on an
 intercardinal heading and half the deviation removed by adjusting the position of the
spheres.

j) Swing the ship slowly, and observe the residual deviation.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

5.14 List various methods of obtaining the compass deviation.

1) By bearing of a distant object. The deviation is obtained by comparing the observed

compass bearing with known magnetic bearing for the ships position. In order to
reduce
parallax errors caused by the radius of turning, the object used for taking bearings
should be
an adequate distance off.
At least 10 miles if the vessel is swung under way.
At least 6 miles if the vessel is swung at anchor.
At least 4 miles if the vessel is swung when round a single mooring buoy.

2) Transit bearing, not ideal as the bearings can only be observed as the vessel
crosses the
transit line.

3) Gyro compass, the error of the gyro compass must be known. If comparison is made
between gyro heading and magnetic heading, an error in the position of the lubber
line will
give false deviation.

4) Reciprocal bearing comparison.

Use is made of a hand bearing compass and non magnetic boat with all magnetic
gear
removed.
As the ship is steadied on each heading, reciprocal bearings are taken
simultaneously from
the ship and boat.
The boat's reciprocal bearing is the magnetic bearing of the boat from the ship.
Comparison
gives the deviation.

5) Astronomical bearing.
Bearing of the sun, for example can be precomputed for the appropriate period
required for
the swing.
A recommended method provided the weather is good with no large amount of
cloud.

6) Comparison with the standard compass.

This method assumes the deviation of the standard compass is known. Errors in
position of
 the lubber line will give false deviation of the steering compass.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

06. Dry docking. Information to be given to Dock Master. Precautions when

entering.

Information to Dock Master.

a) Dimensions of vessel
b) Draft and trim (30 - 45 cm).
c) Amount of rise of floor.
d) Amount of cargo or stores onboard.
e) Amount of bunkers or ballast (if any) onboard, list of all soundings.
f) Relevant stability information, free surface if any.
g) Position of bilge keel if any, the rake of the stem, type and number of propellers.
h) Position of echo sounder transmitter and receiver unit.

Information from Dock master.

a) Draft and trim required.

b) Mooring arrangements.
c) Work practices.
d) Available facilities. Shore power, sanitary, security etc.

In the dock.
a) Note times: Entering dock, gates shut, commence pumping, touching blocks, on
blocks
overall, dock empty, shore power connected.
b) International shore connection in place.
c) Secure gangway, communications, (VHF, phone or both)
d) Emergency numbers: Fire fighting, ambulance, police, etc.
e) Organise watchman, fire rounds, etc.
f) Remove plugs, mark and store in safe place, drain tanks.
g) Inspect hull for damage, inspect all discharges, cathodic protection, all intakes, echo
sounder.
h) Hull blasting and painting, anoded, draft marks.
i) Anchors. Range, inspect, end for end, repaint shackle marks.
j) Bitumastic. Chain locker. (Clean out first)
k) Rudder. Remove and drain.
l) Propeller. Remove and check fitting to shaft.
m) Log and echo sounder to be checked.
n) Sea suction gratings to be cleaned and replaced.
o) Fire fighting appliances to be on hand and ready.
(Precautions important because of welding).

Leaving the dock.

a) Vessel must be brought to arrival condition.
b) All plugs to be replaced. This procedure must be supervised by a responsible officer.
c) Chief Officer to complete final round of ship to ensure that all work has been carried
out
satisfactorily.
d) Order dock to be flooded.
e) Observe and record times as for entering.
f) Check all new equipment.
g) Write dry docking report.
EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

6a. Define:- Charted height, Drying height?

Ans.

Charted height.

Heights of terrestrial objects such as lighthouses and topographical features are

expressed above Mean High Water Springs. This is known as the charted height.
If these heights are required accurately above the water level, such as for observation
of accurate distance by vertical sextant angle, then a correction must be applied equal
to the height of M.H.W.S. above or below the water surface.

Drying height.

A drying height is a sounding on a chart of a point which lies above the level of chart
datum. The height of the point above chart datum will give the height of tide above chart
datum when the point dries on a falling tide or covers on a rising tide.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

07. What is a Docking Plan?

Ans.

This is a plan carried onboard the vessel which shows recommended positions for keel
blocks and shores.
Normally frames are numerically indicated from aft to forward and the strakes lettered
from the centre line out and upwards.
Indicated on this plan will also be the position of any external projections from the hull,
namely, echo sounder units, stabilisers, scoop for condensers etc.
Either a separate plug plan will be carried or the tank drain plugs will be indicated on the
docking plan.

How would you drain a tank in dry dock?

If the tank contains any oily or other polluting substance:-

a) Inform Dock master.

b) Order suitable tank in which to drain the contents.
c) Remove, label and secure in a safe place the tank plugs.
d) Ensure that no polluting substance is allowed to spill into the water.

How would you rectify contaminated fresh water tanks?

If the fresh water is suspected to have bugs, put sodium hydro-chloride tablets in the
tank.
Allow to settle for 8 hours, then take sample and it should smell of chlorine.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

08. The breaking strength of ropes?

Ans.

a) Manilla. 2 Diam2
300

b) Polypropline 3 Diam2
300

c) Polythene 3 Diam2
300

d) Terylene 4 Diam2
300

e) Nylon 5 Diam2
300
S.W.L is 1/6 of the breaking stress.

Wireropes.

6 x 12 15 Diam2
500

6 x 24 20 Diam2
500

6 x 37 21 Diam2
500

S.W.L is 1/6 of the breaking stress.

Chains.

Grade 1 20 Diam2
600

Grade 2 30 Diam2
600

Grade 3 43 Diam2
600

S.W.L is 1/6 of the breaking stress.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

09. Oil spillage on deck during bunkering. What is to be done and duties as
master?

Ans.

a) Suspend bunkering operations by activating emergency stop.

b) Immediately open an empty tank, if available to relieve the pressure on the

overflowing tank.

c) Sound emergency alarm to muster and alert all available crew.

d) Activate the "Shipboard Oil Pollution Emergency Plan".

e) Have fire fighting appliances brought to immediate readiness.

f) Arrange for the ship's agent and port authorities to be notified of the spillage.

g) Ensure that the galley ranges and other items that are inessential to the
emergency,
which could be a source of ignition, are shut down.

h) Issue an immediate ban on all smoking onboard.

i) Commence removing the residual oil by spreading sand or other approved

absorbent
agent, on the contaminated area.

j) Complete the cleaning process by hand mopping with rags.

k) Notify ships owners, charterers, P and I Club.

l) Make entry into Offical Log Book and Oil Record book.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

11. Describe an Aneroid barometer.

Ans.

Precision aneroid barometers have been widely used at sea since about 1963. Their
compact, robust construction has proved ideal for the marine environment, especially
when compared with the mercury barometers.
They have proved easy to transport and are less liable to damage than mercury
barometers, as well as having a simple method of reading from a digital readout.
Displacement of the aneroid capsule is measured by means of a micrometer spindle
which is connected via gears to the digital readout counter. The contact arm positioned
between the spindle and the capsule acts as a simple lever with a ratio of 3:1 for
adjustment purposes and as a safeguard against damage. Barometric pressure is
indicated on the digital counter after adjustment of the operator's drivers knob. This
adjustment causes the micrometer spindle to break contact with the contact arm.
Contact between the arm and the spindle is detected by an electronic circuit powered by
dry batteries having a service life of three to nine months depending on use.

EMERGENCIES / SEAMANSHIP / NAVIGATION & EQUIPMENT

12. How would you range and change end for end the anchor cable in dry dock?
Ans.

Lower anchor and unshackle it from the cable, move it out of the way with the dry dock
crane or forklift.
Whilst paying out the cable, have the forklift neatly lay the cable out in 27.5 metre (one
shackle) lengths. When near the bitter end, stopper off the cable, disconnect the bitter
end and join a strong messenger (probably 25 mm wire), and with turns on the drum,
lower the end of the cable to the dock, disconnect the messenger and connect it to the
other end of the cable and heave it up through the hawse pipe and on to the gypsy and
shackle the bitter end.
Heave the cable onboard, when at the end, reshackle the anchor and heave home.

HOWEVER.

In practice when all the cable is laid out it is not end for ended but the first shackle is
disconnected and shackled to the other end so what was number 2 shackle becomes
number 1, number 3 becomes number 2, and so on.

13. Securing a vessel for heavy weather.

Ans.

Much can be done to prepare the vessel for the onset of heavy weather. If the ship must
put to sea into weather she must be made ready for it before leaving port.
At sea weather never leaps on the unsuspecting seaman out of nowhere, it gives
warning.
The ship should be secured in preparation for its onslaught.

Basic precautions to be taken to secure or batten down a vessel for heavy weather :-

a) Verify vessels position. Investigate safe port options.

b) Obtain up to date weather forecast and expected weather predictions for

surrounding
areas.

c) Warn all departments of impending heavy weather.

d) Rig lifelines fore and aft.

e) Check the following :- Anchors and securing, lifeboats and lashings, watertight
doors,
general cargo stowage and securing, especially deck cargo lashings.

f) Close up ventilation, removing cowels where appropriate.

g) Recheck stability, no slack tanks.

h) Take down awnings..

i) Secure bridge for excessive pitching and rolling motion.

j) Check securing of derricks and cranes and hatch covers.

k) Clear surplus gear from deck.

l) Close deadlights.

m) Slacken off signal halyards and other relevant cordage.

n) Drain swimming pool.

o) Check distress rockets and L.S.A gear.

p) Warn engine room in plenty of time to reduce engine revs.

q) Organise meal reliefs before bad weather arrives.

r) Contact shore station, passing position and obtain constant plotting of storm's
track.

s) Reduce manpower on deck by operating heavy weather work routine.

t) Note preparations in Log Book.

14. Draw a loadline with lumber marks. Indicate length and thickness of lines.
Certain vessels are assigned Timber Freeboards but before such are assigned, certain
additional conditions have to be complied with. One of these conditions is that the
vessel must have a focsle at least 0.07 the vessels length in extent and of not less than
standard height which is 1.8 metres for a vessel 75 metres or less in length and 2.5
metres for a vessel 125 metres or more in length, with intermediate heights for
intermediate lengths.
A poop or raised quarter deck is also required if the length of the vessel is less than 100
metres.
The letter L prefixing the seasonal loadline mark indicates a Timber Loadline and the
position of these marks are found as set out below.

L.S. Is arrived at from the appropriate tables in the Loadline Rules.

L.W. Is one thirty sixth (1/36) of the summer simber load draft below L.S.

L.T. Is one forty eights (1/48) of the summer timber load draft above L.S.

L.F. & L.T.F. Are calculated in a similar way to F and T.F except that the displacement
used in the formula is that of a vessel at her summer timber load draft.
If this cannot be ascertained these marks will be 1/48 of L.S and L.T respectively.

L.W.N.A. Is at the same level as W.N.A mark.

The letters each side of the loadline disc indicating the assigning authority should be
115 mm in height and 75 mm in didth.

15. From where are readings taken on the ships loadlines?

Ans.

From the top of the lines.

16. Geelong Dock Water density is 1.029, up to where would you load.

Ans.

In this case, an allowance must be made for the dock water density.
Because the dock water is 1.029 as against 1.025 for normal sea water, the allowance
is to be deducted.
D.W.A. = FWA (1025 - 1029 )
25

= 158 (1025 - 1029 )

25

= - 632
25

= 25.28 mm.

If as in the example above, the F.W.A is 158 mm (as is the case with the Island Gas), in
dock water density of 1.029, the vessel should be loaded to 25.28 mm LIGHT of her
load draft.

17. Entering different loadline zones. Where should the waterline be?

Ans.

A vessel must never be loaded beyond her load draft.

Therefore when a vessel is being loaded, the proposed route should be borne in mind
and the vessel should be loaded for the lightest zone.

18. You are loading on the boundary of two zones. To which zone would you
load?

Ans.

It would depend on whether the vessel was going to head North or South.
i.e. Into a warmer or colder zone.

If she was bound for a warmer zone, then after allowances for fuel and water
consumption are made, the vessel should be loaded for the warmer zone.

19. You are loading a bulk carrier which is down to her marks but hogged.
Can you load more?
Ans.

Under no circumstance is a vessel to be loaded beyond its load draft.

In practice it is possible to take the hogg out of a bulkie by loading in the middle hatch.
By reducing the hogg it is possible to increase the amount of cargo in the vessel without
increasing the load draft.

20. You are discharging cargo while made fast when a tanker under pilotage hits
you
and catches fire.
1). All action as Master including legalities.
2). Will you allow the other ship to sail?
3). How will you execute a Maritime Lien?

Ans.

1). a) Sound the alarm, at least seven short followed by one prolonged blast.
b) Assess the situation.
c) Muster crew, head count, brief the crew on the emergency and commence damage
control
procedures including :-
Closing watertight doors, firedoors, sidescuttles, valves, scuppers, skylights and
other
similar openings in the ship and any other emergency duties relating to damage
control
including anti oil pollution measures, operation of ships pumps, ballast control and
tank and
bilge soundings.
d) Render all possible assistance to the Master and crew of the other vessel and treat
injured
members of own crew.
e) Prepare fire fighting equipment and have emergency party stand by in case own
vessel
catches fire.
f) Inform port authorities and port emergency services.
g) Assess damage to own vessel and have engine room emergency party stand by fire
and
bilge pumps in case needed. Ensure own vessel is not holed.
h) Check moorings to ensure no lines had parted.
i) Once emergency has passed contact Master of the other vessel and exchange
names, port
of registry, owners names, pilots and Masters names, previous and next port of call.
j) Master and pilot of other vessel to be asked to sign Statement of Fact outlining the
events
leading up to, including and after the occurrence.
k) Inform owners, charterers, shippers, agents and Classification Society.

2). I cannot legally prevent the other vessel from sailing if they wish to do so and are
allowed
to by the port authorities and A.M.S.A. However, if the vessel had caught fire, it is
doubtful whether they would be permitted to sail.

3). Inform P & I Club to execute a Maritime Lien.

21. You take over a vessel which has onboard its own container lashing gear.
How do you find out how to use them properly?

Ans.

Consult the LASHING MANUAL.

22. Describe a Shell Expansion Plan. How are the plates and frames identified?

The Shell Expansion Diagram shows all the plates on one side of the hull.
Allvertical diamensions are taken around the girth of the ship while longitudinal
diamensions are in a directl fore and aft. This accounts for the distortion of the diagram
amidship.
STRAKE :- A fore and aft line of plates.
SHEER STRAKE :- The uppermost strake of hull platting.
GARBOARD STRAKE :- The strake either side of the keel.
NUMBERING SYSTEM :- In modern yards a numbering system related to the
prefabricated sections or Weldments is used. There is no standard format for this .
The old system however is to letter the strakes from the Garboard A to the Sheer
strake, and number the plates from aft.
STEALER STRAKE :- As the girth of the ship increases extra strakes must be
introduced and a tapered plate called the Stealer is used (Labelled S in the diagram).
The new strake is then numbered from the stealer.
IDENTIFYING A PLATE :- For damage reports etc, the position of the plate can be
found by identifying the frame numbered from the General Arrangement Plan after
sighting the damage and noting adjacent structures above (hatches, valves etc).
Using the frame numbers and noting how many strakes down from the Sheerstrake the
damage is, the actual plate can be identified from the Shell Expansion Plan.

23. You lose some containers containing goods overboard. Your actions as
Master?

Ans.

In accordance with the International Convention for the Prevention of Pollution from
Ships, a POLREP must be made direct to the government of any country affected or
likely to be affected by a pollution incident.
For incidents affecting or likely to affect Australian interests :-

POLREP to the Assistant Secretary, Safety Operations Branch, in the Department,

Canberra.

(a) Name, radio call sign and flag of ship.

(b) Frequency or radio channel guarded.
(c) Name of owner and address, telex number of principal place of business.
(d) Name, address, telex and telephone number of principal place of business of :-
i. The charterer, manager or operator of the ship; or
ii. The agent in Australia of the charterer, manager or operator of the ship.
(e) Type of ship (i.e. tanker, chemical tanker, dry cargo ship) and gross tonnage.
(f) Date and time ( UTC ) of incident.
(g) Brief description of the incident, including any damage sustained.
(h) The technical name (or where the technical name is not known, the trade name)
U.N. number, Classification in the International Dangerous Goods Code (where
applicable), name of the manufacturer, quantity and concentration of the harmful
substance discharged or likely to be discharged into the sea.
(i) The position, course and speed of the ship at the time of the incident.
(j) Weather, sea and current conditions in the vicinity of the discharge.
(k) Description of the containers including any identification marks.
(l) Whether the containers floated or sank.
(m) The likely condition of the harmful substance.

24. Ventilation. Loading wool in Melbourne for Vancouver during Northern

Summer.
What ventilation is required?

Ans.

Ship sweat :- In this case, the ships structure is at a lower temperature than the dew
point of the hold atmosphere and water condenses out onto the structure.
This occurs when the ship has been in a warm climate and moves to a cooler climate,
with outside sea temperatures below the dew point of the hold air.
In this case, the rule hot to cold - ventilate bold should be applied. i.e. As the ships
structure cools, outside air should be vigorously pumped into the hold to lower the dew
point of the air in the hold and bring it below the temperature of the ships structure.

Cargo Sweat :- In this case, the cargo is at a lower temperature than the dew point of
the air in the hold.
This generally occurs when the vessel moves from a cold climate to a warm one and
the cargo does not heat up as rapidly as the air in the hold. As the outside sea
temperature rises, the ships structure warms and there is no danger of ship sweat.
The air in the hold is also warmed, however, and is likely to absorb moisture from
outside air if warm outside air is introduced. Its dew point will therefore rise, on contact
with the cold cargo, it will be cooled to below its dew point and cause sweat damage.
In this case the rule cold to hot - ventilate not should be applied. i.e. The air in the
hold should be circulated and allowed to rise in temperature gradually as the
temperature of the cargo also rises.

There are two main methods of ventilation.

(i) Natural ventilation, can be either assisted or unassisted by mechanical means

i.e. electrically driven fans.
(ii) Mechanical ventilation, can be either designed to control humidity of air within the
compartment or for controlling the temperature and carbon dioxide content within the
cargo space.

25. Draw draft marks indicating all measurements and distances between lines.

S. The position of this is calculated from the loadline rules and depends on many
factors such as length of ship, type and number of superstructures, amount of sheer,
bow height and so on.

W. Is one forty eight (1/48) of the Summer load draft below S.

T. Is one forty eight (1/48) of the Summer load draft above S.

F. Is an equal amount to 4TPC millimetres above S.

In any case where cannot be ascertained, F is on the same level as T.

T.F. The position of this relative to T is found in the same way as that of F relative to
S.
W.N.A. Is used by vessels not exceeding 100 metres in length when in certain areas
of the North Atlantic Ocean during the winter period. When assigned, it is 50 mm below
the Winter mark.

26. Your is vessel is a tanker alongside, discharging, another vessel berthed

ahead of you is on fire. What action?

Ans.

(a) Raise the alarm.

(b) Cease cargo operations and close all valves.

(c) Muster crew and brief crew on emergency.

(d) Emergency and fire fighting parties to be readied.

(e) Bring engines to standby, ready to unberth.

(f) Disconnect hoses or chicksan arm.

(g) If other vessel is close, activate deck water spray system.

(h) Keep in contact with harbour control but leave radio clear for emergency traffic.

(i) If advised by harbour control, vacate berth.

27. Class surveyor wants to inspect #2 DB tank. How do you prepare?

Ans.

Entry into enclosed spaces can only be carried out with the permission of the Master.
Prior to entry ensure :-

(a) All necessary steps have been taken to prevent accidental opening of valves when
persons
are in the tank. i.e. Hydraulics off, COC warnings, danger tags attached, etc.
(b) Ventilate space.
(c) Segregate space from all other spaces which contain or may contain a non gas free
atmosphere.
(d) Calibrate oxygen and gas testing equipment before use.
(e) Provide forced ventilation by fixed or portable blowers for the entire time that the
persons
are inside the tank.
(f) Rescue and resuscitation equipment to be available for immediate use at the tank
entrance.
(g) Have a qualified person stand by at the entrance at all times whilst persons are in
the tank.
(h) Trained rescue team ready and available in case of emergency.
(i) System of communication and emergency signals to be established between the
person at
the entrance and those in the tank.
(j) Provide adequate lighting of an approved type.
(k) Persons entering tank to be given safety instructions for safely entering and working
in
tank.
(l) Checklist.
(m) Check tank atmosphere for explosive or toxic gases and oxygen level prior to
entering.
(n) Monitor the tank atmosphere whilst persons are in there.
(o) Notify duty officer prior to entering and upon emerging from tank.

28. Unconscious person in a tank. What action?

Ans.

Raise the alarm.

Do not enter the tank until :-

a) Don breathing apparatus, pressurised system.

b) Safety line.

c) Adequate communications.

d) Have someone standing by at the entrnce.

e) O respirator and First Aid to be readied.

f) Preferably two persons to go in as a team.

g) Notify port authorities and send for ambulance.

29. Helicopter rescue, preparations onboard.

Ans.

( a) All lose objects within and adjacent to the area must be secured or removed.
(b) All aerials and standing or running rigging lowered or secured.
(c) Fire pumps running with sufficient deck water.
(d) Fire hoses ready upwind and pointing away from helicopter.
(e) Foam monitors on standby.
(f) Rescue party should be detailed with at least two members in fire suits.
(g) Man overboard rescue boat ready for lowering.
(h) Following items at hand :-
i. 2 portable fire extinguishers.
ii. Large axe.
iii. Crow bar.
iv. Wire cutters.
v. Red emergency signal/torch.
vi. Marshalling batons.
vii. First Aid equipment.
(i) Correct and adequate lighting.
(j) Deck party ready and passengers clear of operating area.
(k) Hook, handle with electricians strong gloves and rubber shoes.
(l) Deck crew in bright coloured vests and protective helmets with chin straps.
(m) Identify ship as the one requiring helicopter, smoke float/aldis lamp.
(n) Give ships position as accurately as possible.
(o) Description of ship and hull cover.
(p) Place wind 30 on port bow at slow speed.
(q) Wind direction should be indicated by use of flag or pendant.
(r) At night flood light the landing area and any obstructions.
(s) Never secure winch wire to the vessel.
(t) Never exclude the possibility to winch man from lifeboat.

30. Pilot lands on containers from helicopter. How will you arrange for him to get
him
down from the containers.

Ans.

By rigging the ships pilot ladder on the side of the containers.

 Containers on deck are stacked as many as five high, i.e. to a height of up to 14
metres above the deck, and are also likely to extend the full width of the ship.

Unless special arrangements can be made to suit the profile of the stack, access to
personnel onto the container stack to and from the weather deck can be hazardous.
This can be a problem even when the stack is only one container high.

If the stack is more than three containers high and means of access is a pilot ladder,
the 9 metre limit on the use of pilot ladders will be exceeded.

Personnel working on top of the stacked containers are very exposed to the
elements. In rough weather the effects of the ship rolling will be greatly increased and
handholds or lifelines must be provided.

The container roof is not itself strong enough for landing and is seldom rigid. It will
often be covered by greasy moist deposits making winching operations extremely
dangerous. Furthermore, the platform formed by the container stack is cris-crossed
with the gaps between container row and bays.

31. Man overboard. What actions?

Ans. If a person is seen falling overboard, three things should be done simultaneously :-
Sound the alarm. (To alert ships personnel) Release bridge wing lifebuoy / smoke
float. (To mark the persons position)
Turn the vessel hard over to the side on which the person fell. (To get the propeller
away
from the person in the water.

The following actions should then be carried out:-

a) Observe traffic and obstructions if any and start emergency turn.

If there is traffic around:- Whistle signal OSCAR; Flag OSCAR; VHF information PAN;
Radar observation.

b) Establish vessels position.

c) If possible, record sequence and times of events.

d) Establish additional lookouts on monkey island, aft forward, bridge wings.

e) Prepare to launch lifeboats (One officer, one engineer and two I. Rs), ensure they
have the
necessary equipment, 2 sets of walkie-talkies, thermal blankets, breathing tube, First
Aid
kit, winching belt, etc.
f) Shortly after emergency turn completed, slow down engine, bring her steady on the
reciprocal heading and proceed with a search speed of about 4 knots. (If going
slower you
loose too much time to reach the person in the water, if going faster you might have
problems in stopping your vessel when the person comes into sight).

g) Make provision to take the lost person onboard. (Gangway, net, winch or davits)

i) Lower lifeboat or rescue boat when lost person is found, (at a speed between 0 and 3
knots)
make a lee if necessary.

j) Prepare medical care.

k) If person not found, prepare and perform search pattern (MERSAR), inform R.C.C,
and
other ships, ask for assistance.

32. Collision with another vessel at sea. Actions as Master including port of
refuge
and legalities.

It is the duty of every Master or person in charge of any vessel involved in a collision to
render to the other vessel, her Master, crew and passengers, if any, such assistance as
may be practicable or necessary to save them from any danger caused by the collision
and to stay by the other vessel until it has been ascertained that she has no need or any
further assistance. Procedure is as follows :-
a) Sound general emergency stations.
b) Stop main engine.
c) Close all watertight and fire doors, start bilge pumps on affected areas.
d) Assess the extent of damage as follows :-
i. By visual inspection of area of impact. Estimate tonnage of water inside the vessel,
and rate
of water entering the vessel because of damage.
ii. By estimating the size of the damaged area and its position in relation to the
waterline, there
may be temporary solutions such as a collision patch.
iii. By stability assessment. If cargo is affected, check the permeability and subsequent
loss of
buoyancy together with change of trim. Assess effect on GM.
iv. Consider other factors, such as risk of fire, gas, or toxic fumes in the vicinity of the
two
vessels or possibility of explosion resulting from withdrawal of the two vessels. v.
Check
for casualties or missing persons aboard your own ship.
e) Set up communications and that emergency procedures are operated as follows :-
i. Damage control party mustered at the accident scene.
ii. Pumping arrangements set to gain maximum efficiency, with possible use of ballast
pump
instead of bilge pump.
iii. Engine room facility kept on stand-by, emergency generator activated if required.
iv. Vessels position established on the chart and safe port options investigated.
f) The Master of every vessel colliding with another vessel is obliged to provide the
other
vessel with the following particulars :- The name of his ship. The port of registry. The
ports
of departure and destination.
g) It may be necessary to dispatch an urgency signal, which may or may not be
followed by
a distress message.
h) Other important factors to take into consideration are :-
i. The prevailing and expected weather conditions.
ii. The expected time that vessel will stay afloat when taking in water.
iii. The risk to personnel from fire or explosion by remaining onboard.
iv. The odds of saving the vessel by beaching or steaming into shallow waters.
v. The question of pollution, especially in coastal waters.
i) The Master should report the casualty as soon as practicable to A.M.S.A, including a
brief
description of the incident, stating time and place of occurrence, together with the
name
and official number of the vessel, next port of call, and the position of the ship at the
time of
making the report. An entry should also be made in the O.L.B describing the
sequence of
events surrounding the collision.
j) Master should inform the owners, charterers, agents etc.
k) Any oil leakage should be reported in accordance with the pollution convention
requirements regarding notification.

33. Describe and sketch an oil water seperator.

Ans.

The oily water seperator mixture is first fed into the top of the unit where any easily
seperated oil is immediately removed.
The more thoroughly mixed oil water flows downwards inside the outer shell, then
upwards past coalecer fins. Most of the oil is removed by this proven gravity type
seperation.
Final cleansing occurs as the most difficult to separate oily water (now only about 200
PPM of oil) is drawn through a flushable granulor medium (Oliphilic material) by the
cleanwater discharge pump.
If the suction pressure of the discharge pump reaches approximately 0.35 Bar absolute
sensed by the vacuostat, the feed and extraction pumps are stopped.
An auto back flushing cycle of the Oliphilic filter is started. Hot water is cycled past an
air eductor which draws air into the hot back flush water.
When the 0.35 Bar absolute is sensed, the coalecer medium is saturated, any further
processing would cause an increase above 15 PPM discharge.
The back flushing takes about 20 minutes.

34. Alongside a tanker berth, another vessel in another berth near you is on fire.
What actions?

Ans.

(a) Raise the alarm, muster and brief crew on the emergency.

(b) Cease cargo operations and close all valves.

(c) Emergency firefighting crews to be readied.

(d) Activate deck water spray and bridge from fire curtain.

(e) Bring engines to standby ready to unberth.

(f) Disconnect hoses or chicksan arms.

(g) Keep in contact with harbour control but leave radio clear for emergency traffic.

(h) If advised by harbour control, vacate berth.

35. You are to take bunkers at a tanker berth. What precautions would you take?

Ans.

a) Ensure that permission has been granted by the local authorities.

b) Scuppers plugged. (Regardless of the trim)

c) Ensure that no smoking signs are displayed.

d) Ensure that portable fire extinguishers are placed at the bunkering manifold and
that fire hoses are run out and connected.
e) Ensure drip trays are in position at bunkering manifold.

f) Ensure bunker flag is hoisted.

g) Ensure responsible persons are standing by at the manifold and ships tank
valves, and are in constant contact with each other by UHF radios.

h) Emergency stop procedures to be in place.

i) High level alarms to be operative.

j) Facilities for deck spillage :- Dry sorb and oil dispersant.

36. T.R.S. Where do they originate, probable path. D.S.C and N.S.C.
What are the signs of a T.R.S. What action would you take to avoid one?

Tropical Revolving Storms are intense depressions occurring in tropical latitudes

accompanied by high winds and heavy seas. The T.R.Ss diameter is only about 500 N
m therefore pressure gradients and wind speeds are severe. Within 75 N m of the
centre a T.R.S, the wind is often very violent and the seas high and confused.
Due to torrential rain and sheets of almost continuous spray, visibility near the storm
centre is almost nil. Within 5 to 10 miles of the centre, wind is almost nil, light and
variable, sky clear and seas mountainous. This is the eye. They are most frequent
during late summer and early autumn and are comparatively rare in the Southern
Hemisphere from mid May to November, but no month is entirely safe.
T.R.Ss generally originate between the latitudes of 7 - 15. In the Southern
Hemisphere they move off in W.S.W to S.S.W direction and recurve about 15 - 20
then follow a S.E course. Many do not recurve but continue W.S.W until they reach a
land mass and start to fill. They travel at about 10 knots before recurving then anything
up to 40 knots.
Signs of a T.R.S :-
a) If barometric pressure is 3 Hectapascals below mean for that time of year.
b) Appreciable change of wind direction or strength.
c) Long low swell proceeding from approximate bearing of centre.
d) Extensive cirrus cloud, followed by alto cirrus, broken cumulus.
e) Radar reception of cloud formation.

Obligatory reports are required from masters of ships meeting with T.R.Ss or winds of
force 10 and above of which no warning has been received. It should state : -
a) Position of storm together with date and time.
b) Position, true course and speed of ship when observation is made.
c) Barometric pressure.
d) Change in barometric pressure in last three hours.
e) True direction of wind, wind force .
f) State of sea; height, period or length of swell and direction of which it comes.
In whatever situation a ship may find herself, the matter of vital importance is to avoid
passing within 5 Nm or so of the centre of the storm. A vessel should continue on her
course until the barograph falls 5 Hectapascals below normal or if the wind has
increased to force 6 when the barograph has fallen 3 Hectapascals. Then she should :-
a) If the wind is backing, the ship is in the dangerous Semi circle.
The ship should proceed with all available speed with wind 10 - 45 (depending on
speed) on the port bow. As the wind backs, the ship should turn to port.
b) If the wind remains steady in direction or if it veers, so that the ship seems to be
nearly in the path or in the navigable semi circle respectively, the ship should bring the
wind on the port quarter and proceed with all available speed. As the wind veers, the
ship should turn to starboard.
D.S.C is Dangerous Semi Circle. N.S.C is Navigable Semi Circle.
Backing (Southern Hemisphere) is moving anticlockwise.
Veering (Southern Hemisphere) is moving clockwise.

37. Vessel in fog picking up pilot. Complete procedure?

Ans.

a) Arrive pilot station on reduced speed, two steering motors on, two radars on and sounding
the appropriate signal.

b) Call pilot on VHF radio giving vessels name and position from a conspicuous object,
i.e. Fairway buoy, Racon, etc.

c) In some ports pilot vessel has racon attached, which can be identified on radar.

d) Pilot boat will sound appropriate sound signal, i.e. 4 short blasts for identification.

e) Homing in on pilot boat can also be done by homing in on reverse D. F. bearing.

f) Constant communication with pilot boat with regards to both vessels position.

g) Since all other vessels in the vicinity would be at anchor, knowing the course and speed of
the pilot boat may assist by doing a radar plot of targets. (ARPA)

h) When approaching pilot boat a lee may be created by veering off the wind, making a lee for
the pilot boat.

i) Request pilot to give own vessels position relative to a radar conspicuous object.

38. Calcium carbide on fire. What action?

Ans.

When carrying dangerous goods by sea, the ships personnel should be aware of the properties of
the particular cargo, in particular their reactivity to fire and water.
If the fire is suspected in a particular cargo, the primary task is to consult the I.M.O. Dangerous
Goods Code.

Calcium carbide :-

Fire fighting procedures.

May be violently or explosively reactive.
Wear breathing apparatus plus protective gloves.
It is non flammable in the dry state, but on contact with water liberates acetylene gas.
When calcium carbide is hydrolyzed, impurities in the carbide may evolve highly toxic
phosphine.
Contact with acid or acid fumes evolves heat and flammable vapours.
Calcium carbide reacts with water, acids, methanol, hydrogen chloride, lead fluoride,
magnesium and sulphur vapour at 500 with incandescence.
Can form an explosive mixture with silver nitrate or sodium peroxide.

39. Alongside in Hong Kong, T.R.S. approaching.

What would you do, double your moorings and stay alongside or head to sea?

Ans.

A vessel has considerably better chance of safely riding out a storm whilst out in the
open sea than in port or at an anchorage.

40. A.R.P.A. What is it and what does it do?

What is Trial Manoeuvre?
What ships are required to carry A.R.P.A?

Ans.

Automatic Radar Plotting Aid is an attachment to the ships radar. The principal advantages of
A.R.P.A. are a reduction in the work load of bridge personnel and fuller and quicker information
on selecting targets.
The features of A.R.P.A. are :-
a) True and relative motion presentation.
b) Manual acquisition of contacts with automatic tracking of a selected number (usually 20).
Automatic acquisition is also available when contacts come within a specified range in a
designated sector.
c) True and relative track and speed vectors of other ships, together with a prediction of their
future positions.
d) Digital readout on specified targets of track, speed, range, bearing, closest point of
approach and time of closest point of approach.
e) Automatic visible and audible warnings on targets predicted to come within a chosen C.P.A.
and T.C.P.A.
f) Automatic ground stabilisation for navigational purposes, i.e. Pilotage.
g) The likely effect on the collision situations of a proposed manoeuvre by ones own ship.

The Trial manoeuvre is when the navigator can experiment with various alterations of course
and or speed of his own vessel by feeding the proposed alterations into the A.R.P.A. to determine
the various C.P.A and T.C.P.As if such action was taken.

Ships required to carry A.R.P.A. are:-

* Each ship of 10,000 tonnes or more, the keel of which was laid or is at a similar
stage of construction on or after 1 September 1984.
* Existing tankers of 40,000 GRT or more from 1 January 1985.
* Existing tankers of 10,000 GRT or more from 1 January 1986.
* Other existing ships of 40,000 GRT or more from 1 September 1986.
* Other existing ships from 20,000 GRT or more from 1 September 1987.
* Other existing ships of 15,000 GRT or more from 1 September 1988.

See Marine Notice 16/1985.

41. What navigational equipment on a vessel of :-

(i) 20,000 G.R.T.
(ii) A vessel over 100,000 G.R.T.

Ans.

a) Chronometer.

b) Sextant.

c) Binoculars.
d) Compass Error book.

e) Adequate up to date charts, Sailing directions, List of Lights, Notices to Mariners,

Tide tables and other nautical publications necessary for its voyage or intended voyage.

f) Hand lead line with 3 kg lead and 46 metres of line.

g) Echo sounder.

h) If less than 10,000 G.R.T. one radar, if 10,000 G.R.T. or more two radars plus A.R.P.A.

I) Gyro compass and means of taking bearings.

j) A standard magnetic compass.

A steering magnetic compass, unless heading information provided by the standard compass
is available to and clearly readable by the helmsman at the main steering position.
A spare magnetic compass, interchangeable with the standard magnetic compass, shall be
carried on a ship unless a steering magnetic or a gyro compass is fitted.

k) Indicators for rudder angle, R.P.M. and or pitch.

A vessel of 100,000 G.R.T. or more, in addition to the above :-

a) Rate of turn indicator.

b) Speed and distance log. See Marine Order Part 21.