Oow Oral Flashcards

OOW ORAL FLASHCARDS
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1. ALRS Volume 1 NP281 - Maritime Radio Stations (Parts 1 & 2)

NP281 Global Maritime Communications / Satellite Communica-
tion Services / Coastguard Communications
Maritime TeleMedical Assistance Service (TMAS) / Radio
/ Quarantine and Pollution reports / Anti-Piracy Contact
Table
2. ALRS VOL 2 - NP282 - Radio Aids to Navigation, Differential GPS

NP282 (DGPS), Legal Time, Radio Time Signals and Electron-
ic Position Fixing System / Listing of VHF Radio Direc-
tion-Finding Stations / Radar Beacons (Racons and Ra-
marks)
Known operational Automatic Identification System (AIS)
/ Aids to Navigation (AtoN) / Radio beacons transmitting
DGPS corrections / International Standard and Daylight
Saving Times and Dates / International Radio Time Signal
Broadcast details
3. ALRS VOL 3 - NP NP283 - Maritime Safety Information Services

283 Maritime Weather Services / Safety Information broad-
casts / Worldwide NAVTEX and SafetyNET information /
Submarine and Gunnery Warning details (Subfacts and
Gunfacts) / Radio-Facsimile Stations, frequencies and
weather map areas
4. ALRS VoL 4 - NP NP284 - Meteorological Observation Stations

284 All Met Observation Stations listed worldwide
5. ALRS Vol 5. - NP NP285 - (GMDSS)

285 Worldwide communication requirements for distress,
search and rescue / Extracts from SOLAS and ITU
Regulations / Distress and SAR (incorporating MRCC
and MRSC contacts) / Worldwide NAVTEX and Maritime
Safety Information
6. ALRS Vol 6 - NP NP286 - Pilot Services, Vessel Traffic Services and Port
286 Operations (Parts 1 - 8) Detailed Pilot information, con-
tact details and procedures / Vessel Traffic Service in-
formation, contact details and procedures / National and
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International Ship Reporting Systems / Port information,
contact details and procedures
7. LIGHT RANGES
8. Equipment on Details of your last boat as written in TRB

board your last Yacht name Port of registry Classification Length overall
yacht Gross tonnage Net tonnage Life rafts, type and number
Lifebuoys number Lifejackets Immersion suits Rescue
boat List firefighting equipment on board
9. Duties of OOW in ELSEWHERE

regard to Pilot - ETA VTS VHF
Prior to berthing LADDER
STEERING manual
EQUIPMENT bridge and mooring
WORK stop non essential
HOIST flag
ENGINE ROOM inform
ENSURE language
Ensure Language
berthing and anchoring arrangements agreed
ETA VTS VHF
Rig pilot ladder - safety. VTS generally informs which side
7.Engage manual steering and give time to the helmsman
to get accustomed
Check equipment, (Both radars, ECDIS on larger chart,
clocks synchronised, Echo sounder monitoring UKC
4. Master/Pilot exchange forms prepared.
5.Inform the Engine Control Room (ECR) of the arrival
time.
6. Unless extremely necessary and urgent, suspend all
work on deck and designate crew for efficient pilotage.
Get mooring equipments checked and ready. Advise crew
of the time of arrival at port and to be on 'stand by'.
8. Hoist the pilot flag/lights
10.
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Duties of OOW in given information on ship's speed
regard to Pilot - completed pilot card handed over
Vessel pilot made aware of lsa
passage discussed - reporting points, watchkeeping ar-
ragements, changeover requirements, expected traffic
correct flags and lights
11. Duties of OOW in Bridge team aware of responsibilities

regard to Pilot - pilot operational requirements met.
During given information on ship's speed
ship progress monitored and aided
engine room and crew kept posted
pilot made aware of lsa
completed pilot card handed over
pilot/master sign all forms
passage discussed - reporting points, watchkeeping ar-
ragements, changeover requirements, expected traffic
If the vessel is proceeding to berth at the jetty, the OOW
is to follow the Master's instructions with regard to the
maneuvering speed and such other orders. Relayed to the
Master by the Pilot, those orders are immensely crucial to
the safe berthing of the vessel.
12. MGN 199 Dangers of interaction due to pilot vessel and main ship
13. What is a Pilot first thing he seeks from the 'bridge team' is the Pilot Card.
card This is his first window to the nature of the ship he is
entrusted to guide and navigate.
The Pilot Card reveals the vessels LOA (Length Over All),
its beam, its dead weight, its tonnage, its draft forward
and aft, the engine's RPM & speed (both ballast & loaded)
during its different phases of ahead and astern (e.g.-dead
slow ahead) the nature of the propeller (i.e. whether CPP,
VPP, normal right handed, Schottel, Voith Schneider, etc),
her bow & stern thruster's power, if available and other
technical details.
14. What does a So- KABABS PRISMS QTTT BFF

las pack A liferaft KNIFE - ANCHOR - BAILERS - ANTI SEASICKNESS -
contain? BATTERIES SPARE AND BULB - SPONGES
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PADDLES - RATIONS FOOD AND WATER - INSTRUC-

TIONS - SCISSORS - MIRROR - SIGNALS CARD WA-
TERPROOF
QUIOT - TPAS - TIN OPENERS - TORCH WATER-

PROOF
BAG - FIRST AID - FLARES HAND ROCKET BUOYANT
15. What do you do CUT STREAM MAINTAIN

once in the life CUT the painter and get clear of ship
raft? look for and pick up other survivors
STREAM the sea anchor (drogue) when clear of ship
MAINTAIN close entrances
bail out raft and inflate floor as required
MAINTAIN HEAT OR FRESH AIR
SECONDARY ACTIONS - distribute sea-sickness tablets

read survival instructions - INJURIES - repairs- maintain
better heat/air - tie liferafts together - keep up moral -
fishing -
16. Markings on a lif- Manufacturer's name or trademark -model - serial number

eraft? - date of manufacture - name of approving authority -
name and place of servicing authority - number of per-
sons permitted to carry.
Container - Manufacturer's name or trademark
serial number - name of approving authority
number of persons raft permitted to carry
the word (SOLAS') - the type of emergency pack enclosed
in the raft - length of painter
maximum permitted height of stowage above the water-
line - launching instructions.
Identification card - name of v\l, port of registry - servicing
station - station number - date of servicing, signature
17. What is a res- Able to carry at least 5 persons seated and 1 stretcher
cue boat? What capable of travelling at 6 knots for 4 hours
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equipment must towing arrangement must be fitted
it have? all equipment secured except boat hooks, which are to be
kept free for fending off
oars or paddles, buoyant bailer, compass (luminous),

painter sea anchor, buoyant line 50ms, torch waterproof,
whistle, 1 first aid outfit, 2 buoyant rescue quoits, search-
light, radar reflector, TPAs for 10% or a minimum of 2,
buoyant safety knife, 2 sponges repair kit, safety boat
hook whichever is the lesser
if inflatable, to remain inflated -
6 knots.
an immersion suit is required for every person assigned
to crew the rescue boat.
18. Rescue boat A rescue boat must be capable of launching within 5

Launch minutes in a headway of up to 5 knots. If also a lifeboat, it
should be launched with full rescue equipment or up to 6
persons, whichever is greater.
19. Line throwing de- Downwind

vice fire it up-
wind or down-
wind?
20. What is a HRU? SWAMPD - SERIAL - WASH - AUTOMATICALLY

MATERIAL - PAINTER - DRAINS
A hydrostatic release unit (HRU) should:
® Be constructed of materials to prevent malfunction of
the unit
® automatically release the raft at a depth of 4 metres
® have drains to prevent the build up of water in the
hydrostatic unit
® be so constructed as to prevent release when seas
wash over the unit
® be permanently marked on its exterior with its type and
serial number
® be such that each part connected to the painter system
has a strength of not less than that required for the painter.
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21. What is a weak On the liferaft submerging 4 metres, the hydrostatic re-
link and why? lease unit (H RU) activates, allowing the liferaft cannister
to float to the surface. At this time the painter is still
secured to the ship and is pulled out of the cannister as
the ship continues to sink, when the ship has sunk about
25 metres it will tighten and inflate the raft. As the ship
continues to sink and tries to pull the liferaft under, the
strain on the weak-link will cause it to break and the raft
will float free.
22. Hi-Line Tech- Hi-Line Technique - WASH POTS SAW

nique
Wind 30 degrees on Port Bow
Accept Hi-line in clear area on port quarter
Take in slack as hi-line is lowered
Maintain heading unless instructed otherwise by the He-
licopter
PPE LSA
Release weights clear of obstruction
Maintain tension on hi-line at all times
Pull in winch person when signalled by the winch person
Static electricity can build up in any hovering helicopter.

Do not attach hi-line to any part of the vessel
A static discharge wire is attached to the end of the winch
cable which enables the static electricity to discharge
through the discharge wire.
23. LSA weekly and MGN 71

monthly checks survival craft, rescue boats and launching appliances
must be inspected to ensure that they are ready for imme-
diate use. Rescue boat and lifeboat engines (3 minutes
)must be run at weekly intervals. The general emergency
alarm system must also be tested every week.
All lifesaving appliances including lifeboat and rescue

boat equipment is required to be inspected at monthly
intervals. For this purpose the checklist provided in the
instructions for onboard maintenance is used. This in-
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spection should include the examination and testing of
any fixed radio installations and searchlight equipment,
and ensuring that the batteries can be charged from the
dynamo when the engine is running.
24. DRILLS applies to all ships.

familiar with these duties before the voyage begins.
actual emergency.
one abandon ship drill and one fire drill every month. take
place within 24 hours of the ship leaving a port if more
than 25% of the crew have not participated in abandon
ship and fire drills on board that particular ship in the
previous month.
ship enters service for the first time, held before sailing.
Content of Muster Lists - detail of the general alarm
signal - action to be taken by crew and passengers when
sounded - how the order to abandon ship will be given.
25. EPIRB what is it? emergency position-indicating radio beacon

transmits 406 MHz COSPAS-SARSAT
Land earth terminal -
MRCC - coordinates search and rescue
One float free EPIRB is required as the minimum,
121.5 MHz gun will home down - receiver gun has com-
pass and prizm
There is an indicator light which will flash if its transmitting.
will normally transmit for 48 hours.
TESTED MONTHLY, serviced annually
5 year battery
registered with flag
ALRS vol 5 GMDSS / training manual
26. What's a SART? A SART (Search and Rescue Transponder)

receives interrogation from an x band 3cm 9ghz radar
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sends back response
96 hours stand by
further 8 hours interrogation mode
monthly testing/ annual servicing
5 miles ship 30 miles helicopter range detection
ALRS vol 5 GMDSS/training manual
mount it as high as possible to increase its radar horizon.
closest dot!
27. What is the gen- The general emergency signal consists of seven or more
eral Alarm? short blasts followed by one long blast on the ship's
whistle.
28. Immersion suits zip on storage bag

checks donning instructions
type and size matches
open on flat surface
completely dry
zipper on suit
velcro on legs and hands
retro reflective tape
whistle
back in bag with zipper open
ideally have everyone don them
29. What are the dis- SOFA FIRMNESS

tress signals?
SART
ORANGE COLOUR FLARE
FLAMES
ARMS outstretched
FOG Signal continous

ILLEGAL to use if not in distress
ROCKETS or shells or explosives
MAYDAY
NC Flags
EPIRB
SOS morse
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SQUARE flag and ball
Rule 37 - Annex 4
gun or explosive signal every minute - rockets or shells,

red stars fired one at a time at short intervals - ... — ...
(SOS) Morse - "Mayday" on radio; - N.C. together morse
square flag and a ball - flames - rocket or handheld flare
- orange-coloured smoke; - raising and lowering arms
outstretched to each side; - a distress alert (DSC) VHF
channel 70, or MF/HF on the frequencies 2187.5 kHz,
8414.5 kHz, 4207.5kHz, 6312 kHz, 12577 kHz or 16804.5
kHz; - ship-to-shore distress alert Inmarsat or other mo-
bile satellite service provider ship earth station; - EPIRB
-Illegal to use if not really an emergency
30. Types of fire G-CELLS

GAS
CHEMICAL
ELECTRICAL
LIQUID OIL
LIQUID Flammable
SOLIDS
31. Causes of Fire Faulty electrical appliances/circuitry/overloading

SMOKING
spontaneous combustion of dirty waste/rags - MACHIN-
ERY SPACES - particularly if contaminated with oil - damp
storage of linen/materials
oil spillage/leakage in machinery spaces
galley fires due to overheating of cooking oils
carelessness with hand pressing irons
incorrect methods of drying laundry.
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32. Fire Preven- Fuel heat oxygen CHEMICAL CHAIN

tion/Classes FIND INFORM RESTRICT EXTINGUISH/ESCAPE
FIRE EXTINGUISHERS - water (red), AFFF (Cream),
CO2 (Black), Powder (Blue), Dry water Mist (red), Wet
chemical (yellow)
FIRE HYDRANTS
Classes - A solids - B Liquids - C Gases - D Metals - F
fats
33. Properties of Fire WATER - Soaks and cools/low FF rating/Electricity/Addi-

Extinguishers tives
AFFF - starves from oxygen/penetrates material/ evapo-
rates water/flammable liquids
CO2 - elimiates oxygen/May reignite/electrical /frost
POWDER - high FF rating/ can reignite/ no small confined
spaces
DRY WATER MIST - cools/steam starves/fat fires
WET CHEMICAL - oil/fast fryers/layer of foam
34. BA Equipment A self-contained breathing apparatus (SCBA), is a device

worn to provide breathable air in an atmosphere that is
immediately dangerous to life or health.
They are not dependent on a remote supply of breathing
gas (e.g., through a long hose).
An SCBA typically has three main components:
a high-pressure tank (e.g., 2,216 to 5,500 psi (15,280 to
37,920 kPa), about 150 to 374 atmospheres),
a pressure regulator, and an
inhalation connection (mouthpiece, mouth mask or face
mask), connected together and mounted to a carrying
frame.[1]
35. Positive Pres- Positive pressure breathing apparatus is designed so that

sure Breathing the pressure inside the facemask is always above atmos-
Apparatus. pheric pressure, even when the wearer is breathing in.
The demand valve is set so that the pressure is always
slightly above the pressure outside. When the wearer
breathes in the demand valve allows further air to enter.
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36. Advantages pos- if there is damage to the facemask the system will auto-
itive pressure matically increase the flow of air so as to keep smoke and
system toxic vapours out of the mask.
All marine use sets are "first breath" positive pressure
sets, this means that the set is in 'standby' condition
before donning with the cylinder valve open, and when
the mask is put on and the wearer takes his first breath
the demand valve starts to work.
37. Starting Proce- Visual inspection of the equipment

dure BA don the face mask
open cylinder fully, check contents (80% or more is
required)
close cylinder, holding breath, the gauge should not drop
more than 10 bars in 10 seconds
open cylinder valve, breathing several times to check
demand and exhalation valves
close cylinder valve and breathe, as air is being con-
sumed whistle must sound between 40-45 bars.
38. Types of Plans A fire control (general arrangement) plan(s) should be

onboard permanently exhibited for the guidance of the Master and
crew of the vessel. The content of the plan(s) should
adequately show and describe the principal fire preven-
tion and protection equipment and materials. As far as
practical, symbols used on the plans should comply with
a recognised international standard. The fire control plan
may be a combined Fire & Safety Plan, which should
show the positions of stowage of the life-saving and fire
appliances.
A duplicate set of the plan(s) should be permanently
stored in a prominently marked weathertight enclosure
readily accessible to assist non-vessel fire- fighting per-
sonnel who may board the vessel in a fire emer
39. What would you A duplicate set of the plan(s) should be permanently
see on the stored in a prominently marked weathertight enclosure
passerelle readily accessible to assist non-vessel fire- fighting per-
sonnel who may board the vessel in a fire emergency.
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40. Drills how often? one abandon ship and one fire drill per month.
what does a safe- If more than 25% of the crew have changed and have
ty training log not participated in a drill in the previous month, then an
contain? abandon ship and fire drill must be held within 24 hours
of leaving port.
A safety training log should contain:
Date when musters are held, details of abandon ship drills

drills using other LSA
if a drill is not held at an appointed time, details of same
and details of muster/training held in its place.
To ensure the effective implementation of the provi-
sions of the SSP, security drills should be conducted
at least once every three months. In addition, in cases
where more than 25% of the ship's personnel has been
changed, at any one time, with personnel that has not
previously participated in any drill on that ship within the
last 3 months, a drill should be conducted within one week
of the change.
41. Engine room fire FIND INFORM RESTRICT EXTINGUISH/ESCAPE
FIND/ INFORM - FIND ENGINEER CCTV / SEND LOOK-

OUT TO CHECK / INFORM MASTER/CREW / STAY IN
CHARGE UNTIL RELIEVED / INFORM CREW / MAY-
DAY / CALL POINT BUTTON / VHF / RAISE ALARM
RESTRICT - SLOW DOWN / CHART ASSESSMENT /

SAIL INTO WIND / VENTILATION / FIRE & WATERTIGHT
DOORS / FUEL SHUT OFF AFTER CONSULTING CAP-
TAIN/ FIRE FLAPS (BUTTERFLIES) / MUSTER/ HEAD
COUNT / ENGINEER/S
BOUNDARY COOLING (6 sides) / pull away anything
combustibile
ESCAPE/EXTINGUISH - CONSULT CAPTAIN ABOUT

C02 FIXED FIRE SYSTEM (BLACK) - closed for 24hrs
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/ AFFF / FOAM INDUCTION KIT
MUSTER/ HEAD COUNT / ENGINEER/S

BOUNDARY COOLING/BA/
oil fires
thorough assessment for cause
minor leak or broken fuel pipe
42. Galley fire FIND INFORM RESTRICT EXTINGUISH/ESCAPE

FIND/ INFORM - CCTV / SEND LOOKOUT TO CHECK
/ INFORM MASTER / STAY IN CHARGE UNTIL RE-
LIEVED / INFORM CREW / MAYDAY/ CALL POINT BUT-
TON / VHF / TELEPHONE SYSTEM
RESTRICT - FIRE BLANKET / POWER- VENTILATION
BUTTON / PANTRY DOOR/ SLOW DOWN / CHART AS-
SESSMENT / SAIL INTO WIND / FIRE & WATERTIGHT
DOORS / FIRE FLAPS (BUTTERFLIES) /
EXTINGUISH - CONSULT CAPTAIN ABOUT C02 FIXED
FIRE SYSTEM (BLACK) - WET CHEMICAL
Potential hazards: oil and fat in pans, heat off the galley
Close off ventilation to the galley.
Additional fire appliances (which may be available in the
galley): fire blanket, foam extinguishers, fixed fire-fighting
appliances above the galley range.
43. Laundry Fire/Ac- FIND INFORM RESTRICT EXTINGUISH/ESCAPE

commodation FIND/ INFORM - CCTV / SEND LOOKOUT TO CHECK
/ INFORM MASTER / STAY IN CHARGE UNTIL RE-
LIEVED / INFORM CREW / MAYDAY/ CALL POINT BUT-
TON / VHF / TELEPHONE SYSTEM
RESTRICT - POWER- VENTILATION BUTTON /
PANTRY DOOR/ SLOW DOWN / CHART ASSESSMENT
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/ SAIL INTO WIND / FIRE & WATERTIGHT DOORS /
FIRE FLAPS (BUTTERFLIES) /
MUSTER/ HEAD COUNT
EXTINGUISH - HI-FOG (10 times more effective,
90%less water)/ POWDER
Potential hazards: lint tray, electrical
44. Factors influenc-

ing a successful
recovery
45. Some factors

that will affect
the speed of re-
covery include:
46. Anderson Turn SINGLE TURN, MOB SIGHTED

Used if the Casualty was Witnessed
Fastest recovery method
Good for ships with tight turning characteristics
Used most by ships with considerable power
Very difficult for a single-screw vessel
Difficult because approach to person is not straight
FASTEST RECOVERY METHOD
GOOD FOR SHIPS WITH TIGHT TURNING CHARAC-
TERISTICS
USE BY V/LS WITH CONSIDERABLE POWER
VERY DIFFICULT FOR A SINGLE SCREW
DIFFICULT BECAUSE APPROACH IS NOT STRAIGHT
47. Williamson Turn MOB UNWITNESSED

Placing the rudder hard over after a deviation from the
original course of 60 degrees (TO THE SIDE OF CASU-
ALTY), put the rudder hard over in the opposite direction.
when on a heading roughly 20 degrees short of reciprocal
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course, rudder to midship and steady the vessel on a
reciprocal course.
MAKES GOOD ORIGINAL TRACK LINE
GOOD IN REDUCED VIS
SIMPLE
TAKES V/L FARTHER AWAY FROM SCENE
SLOW PROCEDURE
48. Scharnov Turn TAKE BACK V/L into her wake

less distance is covered
not effective if time elapsed is not known
49. Search and Res- Record contents of distress alert and/or message
cue - Action Call Master
Establish communications with the RCC and/or
On-Scene Co-ordinator and other SAR units
as appropriate
Maintain radio watch
Monitor X-Band radar and AIS for SART signals as appro-
priate
Consult IAMSAR Manual Volume III and industry guid-
ance on rescue procedures
Post additional look-outs
Monitor the distress situation
Prepare for recovery of persons from the water*
Maintain log/record of events and decisions
50. Blackout - Action Call Master

Take immediate action to keep the ship away from danger
Not Under Command (NUC) lights, shapes and sound
signals, as appropriate
Contact engine room/duty engineer
Select emergency power supplies for bridge and naviga-
tional equipment
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Check position of vessels in the vicinity
Check for navigational hazards
Prepare for anchoring if water depth and conditions are
appropriate Inform VTS or port authority, as appropri-
ateModify AIS statusMaintain log/record of events and
decisions
51. Familiarisation B3 & B4 checklists in Bridge Procedures Guide. Bridge

Equipment / ECDIS
Safety
Emergency exits
LSA
Own Iife jacket, torch, comms
52. Action - Fire Call Master

Sound general emergency alarm
Shut down ventilation system
Muster crew to fire control stations
Conduct fire control procedures
*Assess proximity of navigational hazards, including traf-
fic, and manoeuvre the ship as appropriate In case of fire
in:
Engine room - Checklist C1
Steering gear compartment - Checklist C2
Generator compartments - Checklist C3
Broadcast URGENCY or DISTRESS message, if appro-
priate Inform VTS or port authority, as appropriate
Maintain log/record of events and decisions
53. MOB - Action IAMSAR VOL 3

DEPENDING ON THESE FACTORS -
SHIP'S MANEUVERABILITY / WIND / CREW'S EXPERI-
ENCE/ ENGINE CAPABILITY/ LOCATION / VISIBILITY /
RECOVERY TECHNIQUE / ASSISTANCE POSSIBILITY
Actions By Emergency Team
Muster the rescue boat crew.
Prepare the rescue boat for launching.
Rig the Pilot ladder nets to assist with
recovery.
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Prepare medical equipment.
Action By Bridge Team
1. Post lookouts with Binoculars, never lose sight
2. Engage hand steering.
3. Commence recovery manoeuvre, e.g.
Williamson, Anderson, Scharnov Turn
4. Record the ship's position, wind speed and
direction at time of incident.
5. Engines on standby ready for manoeuvre.
6. Hoist signal flag '0'.
Communications
1. Broadcast urgency message.
2. Update GMDSS information.
3. Internal communications:
Engines ready for manoeuvre
on deck preparation.
54. Action - MOB Release the bridge wing lifebuoy with light and smoke
signals.
Put the wheel over to the side that the casualty fell from.
Sound three prolonged blasts.
Inform the Master.
Activate MOB button on GPS ECDIS.
Inform the engine room.
55. Witnessed ver- Last seen

sus Unwitnessed
56. Search patterns Expanding square

finish this iamsar Creeping line/Co-ordinated
website... Sector
Track Line
Expanding square - All course alterations are of 90 -

single ship - searching for persons in the water - accurate
nav required
Sector - search area is small.

circular area centered at the datum.
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one craft at a time
marker may be dropped at the datum
parallel sweep - large area - effective over water

Usually used when a large search area must be divided
into sub-areas - Search legs are parallel - The main legs
indicate the direction of drift.
track line - aircraft or vessel has disappeared without a

trace along a known route. - used as initial search
rapid and reasonably thorough search along intended
route of the distressed craft.
Search may be along one side of the track line and return.
in the opposite direction on the other side (TSR).
Search may be along the intended track and once on each
side, then search facility continues on its way and does
not return (TSN).
Aircraft are 'frequently used for TS due to their high speed.
co-ordinated with aircraft
Normally used only if there is an OSC present to give
direction to and provide communications with the partici-
pating craft.
Creeping line search, co-ordinated (CSC) is often used.
The aircraft does most of the searching, while the ship
steams along a course at a speed as directed by the OSC
so that the aircraft can use it as a navigational checkpoint.
The aircraft, as it passes over the ship, can easily make
corrections to stay on the track of its search pattern.
Gives a higher probability of detection than can normally
be attained by an aircraft searching alone.
Ship speed varies according to the speed of the aircraft
and the size of the pattern.
57. Action - Main en- Inform master

gine failure Chart assessment
Maneuver the ship away from danger
Prepare for anchoring if in shallow water
Exhibit NUC light shapes
Broadcast urgency message, if appropriate
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Update AIS
Inform VTS, etc.
58. Initial action - BPG C2

Collision Watertight integrity
Engine room
Casualties
Pollution risk
Sound general emergency alarm/stations
Call the Master
Stop main engines in most cases
Close all watertight and fire doors
Start bilge pumps and fire pumps
Muster all crew and passengers.
Check for casualties or missing persons
Assess the extent of the damage
Consider additional factors, such as the risk of fire
Position on chart established and safe port options
Offer assistance to other ship
Sound all tanks
Initiate SOPEP if required
Depending on the amount of damage and general circum-
stances, decision to abandon or not to abandon will be
taken
Send appropriate radio messages (mayday/urgency)
Assuming that the vessel remains afloat, efforts should
be made to prevent any increase in damage or further
flooding
Display appropriate lights or shapes
The Master should report the casualty as soon as practi-
cable. This report should be made to the Marine Accident
Investigation Branch (MAIB).
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59. Action - steering BPG C2
gear failure
Check all modes of steering
Check both steering pumps
Inform Master
Inform engine room
Take way of ship
Engage emergency steering
Consider exhibiting NUC
Update AIS
Commence sound signal D
Inform VTS.
Chart assessment
60. Initial action - Stop Engines

Grounding Close watertight doors
Inform Master
Sound general alarm: Muster crew/passengers and check
for casualties
Check for hull damages and assess internal damage by
visual inspection where possible
Look for signs of pollution initiate SOPEP
Exhibit lights and shapes for aground
Sound for available depth of water about the vessel, es-
pecially around stern and propeller area
Check position of grounding on chart. Determine the na-
ture of the bottom and expected depth of water
Determine if wind and sea are carrying the vessel harder
aground
Determine state of tide on grounding, together with
heights and times of the immediate high and low waters
Instigate temporary repairs to reduce the intake of any
water, and order pumps to be activated on any affected
areas
If assistance is required, transmit a mayday or pan pan.
61. Initial action fol- Broadcast DISTRESS ALERT and MESSAGE on the
lowing: Abandon authority of the masterInstruct crew members to put on
ship lifejackets and wear adequate and warm clothingInstruct
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OOW ORAL FLASHCARDS
crew members to put on immersion suits, if carried, if
water temperature is below 16 C Order crew members
to lifeboat stationsPrepare to launch lifeboats/liferaftsEn-
sure that lifeboat sea painters are attached to the shipEm-
bark all crew in the lifeboats/liferafts and launchEnsure
lifeboats/liferafts remain in safe proximity to the ship and
in contact with each other
62. Initial action fol- SEE BPG

lowing: Flooding Sound the general emergency alarm Close watertight
doors, if fitted Sound bilges and tanks Identify location
of incoming water Cut off all electrical power running
through the area Shore up area to stem water flow
Check bilge pump for operation Check auxiliary pumps
for back-up operation, as required Make ship's position
available to radio room/GMDSS station, satellite terminal
and other automatic distress transmitters and update as
necessary Inform Coastal State Authorities if appropriate
Broadcast DISTRESS ALERT and MESSAGE if the ship
is in grave and imminent danger and immediate assis-
tance is required, otherwise broadcast an URGENCY
message to ships in the vicinity
63. Initial action fire C5 - BPG
64. Pulse length Pulse length is determined by the design of the modu-
lator circuit. A radar normally has more than one pulse
duration, switched automatically as the displayed range is
increased or decreased. When very short ranges are se-
lected on the display the transmitted pulse length is made
very short, typically 0.07¼seconds. Conversely, when long
range is selected a long pulse duration is employed,
typically l¼
second. Some radars use three switched pulse
durations, short, medium and long in accordance with the
range selected on the display.
65. Carrier Frequen- Carrier frequency is the radio frequency on which the
cy transmission is made. Marine radar equipment is manu-
factured to operate in either one of two frequency bands.
'X' Band (3 cm) 9 GHz'S' Band (10 cm) 3 GHz
21 / 142
OOW ORAL FLASHCARDS
66. 'X' Band (3 cm) 9 The 9 GHz (3 cm wavelength) radar has a higher resolu-
GHz tion of imagery due to the shorter wavelength.This results
in better target identification and discrimination.
Radar transponders, including search and rescue
transponders (SARTS), will show up on this radar.
As well as the ability to detect smaller targets, the smaller
wavelength also detects rain, sea and snow, which can
result in an increase in clutter on the radar screen display.
67. 'S' Band (10 cm) Fitted as a second radar independent to the 9 GHz
3 GHz radar.The 3 GHz radar will not detect SART transponders.
This radar has a longer wavelength of 10 cm and is not
as sensitive to weather, allowing the 00W to scan ahead
during inclement weather.
Used for anti-collision.
68. Sea Clutter A/C Sea (STC): Sea control, also called STC (Sensitivity
Time Constant), suppresses reflections from waves near
own ship. It reduces the sensitivity of the receiver from the
centre out.
The proper setting should be such that the clutter is
suppressed. and echoes become distinguishable. If the
control is set too high, both sea clutter and echoes will
disappear from the display. When there is no sea clutter
visible on the display, turn the control fully counter clock-
wise.
69. Precipitation The rain control suppresses the reflected echoes from
Clutter rain, hail and snow to clear the display. Via video pro-
cessing it does not display the leading-edge returns.On
the X-band radar, because of its short pulse length, the
echoes from legitimate contacts can become lost in the
echoes from precipitation, called rain clutter. When rain
clutter masks the display, adjust this control to break up
the clutter and distinguish echoes. Adjust the control so
that the clutter just disappears; too much A/C rain action
may shrink or erase the echoes from legitimate targets.
70.
22 / 142
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Setting up a BIG RANDY GIRLS TAKE COCK
Radar
BRILLIANCE
RANGE
GAIN
TUNER
CLUTTER
Check that the scanner is free to rotate so as not to foul
rigging and that no crew members are working in the
vicinity of the scanner.
After switching to "standby" you will then have to wait until
the set warms up, this is usually three minutes. With a
raster scan display you can set the brilliance to suit the
conditions at this stage. While you are waiting most sets
will give a count down, or an indicator light will come
on after the warm up period is completed. Once warm
up is completed the set will be in "standby" mode, the
transmitter can now be turned on.
Brilliance and gain should have been set to zero, so you
will need to turn the brilliance up first so that the time-base
trace is just visible.
Gain up to about 70% or until a light background speckle
can just be seen. This will ensure that weak echoes will
be seen. With a raster scan display, adjust the gain up to
about 70% or until a light background speckle can just be
seen, then turn it down until the speckle just disappears.
Next select a suitable range for tuning, usually this will be
one of the radars middle ranges, for a 72 nm radar the
12-mile range would be selected and at the same time
check that other radar controls such as, rain clutter and
interference rejection (IR) are turned off.
The last step is to tune the radar. To do this you have
to be receiving something, even if it's only sea clutter.
Preferably choose a distant weak target, as the effect of
tuning will be more obvious. Then adjust the tuning knob
for the clearest and brightest picture. If you are at sea,
with no targets visible, adjust the set for maximum sea
clutter.
All modern radars will have some form of tuning indicator
23 / 142
OOW ORAL FLASHCARDS
to assist you with the process. Tune for the maximum
number of tuning lights or highest deflection of a meter
or some other indicator, but don't totally rely on the tuning
meter. However, your eye is the superior indicator. After
tuning readjust the gain for a lightly speckled background.
By tuning control without ship or land targets, a perfor-
mance monitor, or a tuning indicator, the receiver may be
tuned by adjusting the manual tuning control for maximum
sea clutter. An alternative to the use of normal sea clutter
which is usually present out to a few hundred yards even
when the sea is calm, is the use of
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2018
181
Fred's Videos
echoes from the ship1s wake during a turn. When sea
clutter is used for manual tuning adjustment, all anti-clut-
ter controls should be either off or placed at their minimum
settings. Also, one of the shorter-range scales should be
used.
After 10 minutes or so, recheck the gain control and re-
tune the set, because as the set warms up the transmitter
frequency is likely to have changed slightly. Check gain,
clutter controls and tuning again after every hour or so of
operation as the set may gradually drift out of tune.
71. Detection Char- MAST

acteristics of MATERIAL - CONDUCTIVITY
Radar Targets ASPECT - ANGLE OF REFLECTION
SIZE/SHAPE - HEIGHT AND WIDTH, FLAT/ROUND
TEXTURE - ROUGH SURFACED TARGETS GIVE BET-
TER RETURNS
The ability of the radar set to produce a paint on the
screen which represents a target depends largely upon
the amount of energy that the target is able to reflect back
to the scanner.
MAST
Material
Good conductors of electricity usually make good reflec-
24 / 142
OOW ORAL FLASHCARDS
tors of radar signals. Steel is therefore a good reflector.
Wood, stone and concrete are moderately good reflec-
tors.
Aspect
This term describes the way in which the target is pre-
sented to the radar signal.
Size
In general, the larger a target the better the chances of
detection, but height is often more important than width.
Shape/Texture
Only those faces which reflect the radar energy directly,
or indirectly by combination, back to the scanner will con-
tribute to the strength of the paint seen upon the screen.
An extension of this idea helps explain the observed fact
that rough surfaced targets will almost always give better
returns than smooth targets of poor aspect.
72. Pre departure MGN 379

radar checks Performance monitor before departure and every four
hours (how much power is being transmitted by the mag-
netron)
Anti collision S-Band
VRM against radar ranges
EBL against visual bearing
Heading marker matching gyro heading
Switch on!
73. Good Radar The quality of the performance of the radar needs to be
Practice checked regularly: A performance monitor if fitted should
be used for this purpose.
• Misalignment of the heading marker, even if only slightly,
can lead to dangerously misleading interpretation of po-
tential collision situations.
• Small vessels, ice and other floating objects such as
containers may not be detected by the radar.
• Video processing techniques (rain clutter) should be
used with care. Gain/rain and sea clutter
• Echoes may be obscured by sea or rain clutter.
25 / 142
OOW ORAL FLASHCARDS
• Masts or other structural features may cause shadow or
blind sectors on the display
74. Performance The performance monitor provides a check of the perfor-

Monitor mance of the transmitter.
Being limited to a check of the operation of the equipment,
the performance monitor
does not provide any indication of performance as it might
be affected by the propagation of the radar waves through
the atmosphere. Thus, a good check on the performance
monitor does not necessarily indicate that targets will be
detected. When the performance monitor is used, a plume
extends from the centre of the
The length of the plume, which is dependent upon the
strength of the echo received from the echo box in the
vicinity of the antenna, is an indication of the performance
of the transmitter and the receiver. The length of this
plume is compared with its length
when the radar is known to be operating at high perfor-
mance.
75. Radar Errors Collision avoidance/pilotage

Feeds - Heading and Speed (tru water & over ground)
Ground stabilised - pilotage - SOG
Sea stabilised - Collision Avoidance - STW
Head UP/ North up/ Course up
• Side Lobe effects
• Spurious Echoes and Effects
• Radar Interference
• Indirect Echoes
• Multiple Echoes
• Shadow Sectors
• Blind Sectors
• Radar Horizon
76. Radar Displays Un-stabilized means no compass input. Relative bear-

ings. Stabilized means gyro fed in.
H-up un-stabilized by any external heading input, uses
that it was installed forward facing. Alterations of heading
26 / 142
OOW ORAL FLASHCARDS
are shown by the entire image rotating
away from the turn. Bearing will be relative to ships head.
C-up display is stabilised by an external heading input,
small alterations of headings are shown by the heading
marker swinging side to side. Bearing can be taken rela-
tive or bearings.
N-up image is stabilized, and it aligns with a chart or chart
plotter. This is the standard setting.
True motion and relative motion - True motion moves
across the screen.
Sea and ground stabilised. Log input.
Sea stabilized effects of tide and wind on your vessel
our accounted for any free floating or stationary object
or moving targets will be shown with their true heading
calculated via ARPA. For collision avoidance, it must be
sea stabilized.
Moving vessels have their course and speed calculated
by ARPA.
Stationary free-floating objects appear stopped.
Anchored vessels navigation marks appear to move in
the opposite direction of the combined effect of tide and
current.
Ground stabilised GPS feed in or doppler operating in BT
ARPA could be wrong as it uses your course and speed to
give out course and speed of other vessels. Can be used
for pilotage or navigation but not collision avoidance.
77. Compass Depar- gimbal moving freely

ture checks no air bubbles
no leaks
compass card clear and sharp - floating freely and rotat-
ing with no friction
no magnetic tools close by
light
78. Compass binna-

cle diagram
27 / 142
OOW ORAL FLASHCARDS
79. Magnetic com- Solas chapter 5 Annex 13 -

passes adjust-
ment/swung: they are first installed;
they become unreliable;
the ship undergoes structural repairs or alterations that
could affect its permanent and induced magnetism;
electrical or magnetic equipment close to the compass is
added, removed or altered; or,
a period of two years has elapsed since the last adjust-
ment and a record of compass deviations has not been
maintained, or the recorded deviations are excessive or
when the compass shows physical defects.
ONLY BY A COMPASS ADJUSTER HOLDING A CER-
TIFICATE OF COMPETENCY.
80. Magnetic com- Deviations recorded in Compass error book.

pass monitoring Compass error taken after every large alteration of
performance course.
Compass error recorded at least once a watch
purpose of taking compass error is to identify excessive
deviations which may indicate need for repair.
81. True bearings True bearings are in relation to true north.

are in relation
82. Magnetic bear- Magnetic bearings are in relation to magnetic north and
ings are in rela- are affected by variation but not deviation.
tion
83. Compass bear- Compass bearings are in relation to magnetic north and
ings are in rela- are affected by both variation and deviations (in other
tion words, what you actually read from your compass).
84.
28 / 142
OOW ORAL FLASHCARDS
Correcting Com- When correcting the compass bearing to true to lay off
pass Bearings on the chart variation and deviation must be applied in
the correct order. To help you to remember this order the
mnemonics below may be helpful.
True Virgins Make Dull Company
TVMDC +West.
85. Gyro compass Relative to true.

finds truth north Gyrocompasses are widely used for navigation on ships,
as determined by because they have two significant advantages over mag-
netic compasses.
They find true north as determined by Earth's rotation,
which is different from, and navigationally more useful
than, magnetic north, and they are unaffected by fer-
romagnetic materials, such as ship's steel hull, which
change the magnetic field. Hence you can plot a gyro
bearing directly to a chart!
OVER 500GT must have a gyro
86. GYRO what Autopilot

equipment relies GYRO repeaters
on it, Errors ECDIS
RADAR
SAT C
VSAT,
TV
GYRO is checked yearly, liquid inside will be changed
every three years.
Takes about 4 hours to start and settle.
Errors - SOG, LATITUDE
87. Means of taking Hand Held Compass

a bearing Azimuth Circle top of a compass
Azimuth Mirror
Pelorus
LY3 REQUIREMENTS
88.
29 / 142
OOW ORAL FLASHCARDS
Azimuth circle compass
gives bearing in AZIMUTH definition - a horizontal angle measured clock-
relation to the wise from true north
89. Azimuth Mirror Point the arrow upwards to take bearing of a celestial
body up in the sky
Point the arrow downwards to take a bearing of something
on the horizon, on the ground
AZIMUTH definition - a horizontal angle measured clock-
wise from true north
90. Pelorus can give the ships head and in relation to a compass course
relative bearings, steered
relative to
91. How do we check TRANSIT

a gyro compass? Two fixed points on land (Transit) - Take a bearing with the
azimuth circle on gyro - go to charts and find same transit
- do the math will give you error of gyro low or high
92. How to check Deviation card

magnetic com- Deviation dependant on ship s head
pass IN SIGHT Take bearing with a Pelorus
OF LAND add it to ship s head
TVMDC+W, calculate deviation
compare it to deviation card (variation compass rose and
do the math.
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OOW ORAL FLASHCARDS
93. By the Amplitude
of the sun at ris-
ing or setting
94. Remembering sun half way on the horizon - nories

that at sunrise
and sunset is ....
95. How to check a

compass via Az-
imuth of a heav-
enly body (any-
time of day)
96. Gps How does it GPS receives a satellite signal from at least 3 satellites
work? and creates a fix. More satellites will make the fix more
accurate. A calculation of the range from the known satel-
lite positions by the time difference between signal trans-
mission and receipt will give a very precise fix. ATOMIC
CLOCKS are the most accurate time and frequency stan-
dards known.
radio waves travel at the speed of light
A clock inaccuracy of just one millionth of a second would

give a ranging error of about 400m.
97. HDOP and GPS Horizontal dilution of precision

errors
Error propagation
two-dimensional aspect of total error in terms of latitude

and longitude.
low number indicates a good fix, a higher number a poor

fix.
Fred with his GPS Jammer.
Ionospheric and tropospheric signal delay error - meteo-

31 / 142
OOW ORAL FLASHCARDS
rological conditions in the ionosphere and troposphere.
Clock error - 2m
Satellite orbit errors - satellites drift - 3m.
Multipath errors - reflected - 0.5m
Noise - receiver itself, thermal, dynamic stress -
Errors: Ian Eats Sweets Makes Teeth Rot(Ionosphere,

Ephemeris, Satellite clock, Multipath, Troposphere, Re-
ceiver noise.)
98. E Loran Loran C was switched off in 2010, however a new version
of eLoran has been announced on 31 May 2007. The UK
Department for Transport (DfT), via the General Light-
house Authorities (GLA), awarded a 15-year contract to
provide a state- of-the-art enhanced LORAN (eLORAN)
service to improve the safety of mariners in the UK and
Western Europe.
Recently in 2013, the General Lighthouse Authorities of
the UK and Ireland (GLA) have announced that ships in
the Port of Dover, its approaches and part of the Dover
Strait can now use eLoran radio navigation technology
as a backup to satnav systems like GPS and Galileo.
The ground based eLoran system provides alternative
position and timing signals for improved navigational safe-
ty. The Dover area, the world's busiest shipping lane, is
the first in the world to achieve this initial operational
capability (IOC) for shipping companies operating both
passenger and cargo services.
99. Logs Ground Impeller or Paddle Wheel Type - Number of revolutions

and water tack proportional to the distance travelled through the water.
Pitot-Static Log - pressure on a diaphram
Electromagnetic Log - sea water flows through a magnet-
ic field. A coil producing a magnetic field on the hull, the
faster the water- flow, the higher the voltage.
32 / 142
OOW ORAL FLASHCARDS
Doppler Log - sends a signal downwards similar to an
echo sounder and receives it back, transducer, Doppler
effect - apparent change in the frequency of a wave
caused by relative motion between the source of the wave
and the observer.
reflected either from the sea bed (if is it not too deep) or
from a water layer of different density.
The actual speed is computed from the Doppler Shift:It's
the apparent change in the frequency of a wave caused
by relative motion between the source of the wave and
the observer.
Like the echo sounder, this system also makes use of a
transducer to transmit and receive signals.
The transducer in the bottom of the vessel reflects pulses
of sonar energy off either the bottom of the sea or from
particles in the water 10-30 metres below the keel. It
measures the beat frequency generated by mixing the
transmitted frequency and the received frequency, which
will differ because of the Doppler Effect.
Ground track mode will only operate in relatively shallow
water and will change to speed relative to the water at a
certain depth (water track mode.) The display will indicate
the change and the user should be aware of the current
mode especially when this information is being fed to the
radar.
To achieve athwart ships velocity measurements and to
compensate for pitch and roll or the vessel, four beams
are used in the 'Janus Configuration'.
The only conditions in which the doppler log is unable
to function correctly are when the water contains air
bubbles (e.g. in the aftermath of a gale) and when in
port, and methane rises from the bottom. In both these
circumstances, the drift shown on the speed indicator will
increase considerably.
100. Raster charts scanned paper chart digital

Limited functionality
Cannot be customised
33 / 142
OOW ORAL FLASHCARDS
will give an indication of the ship's position.
Alarms are not triggered automatically.
datum may differ
intended scale
101. Safety Safety Contour - scan ahead id approaching shallow wa-

Contour/Depth ter (It demarks the boundary between "safe-water" and
ECDIS shallow water with an extra wide isoline and is used to
give an alarm if the ship, within a time specified by the
mariner, is going to cross the safety contour. It is also used
to determine the tints used for depth areas and for other
purposes.)
Safety Depth - navigator warning of the available water
beneath them (Value set by the mariner that is used by
ECDIS to portray soundings as black if they are equal to
or shoaler than the value and gray if they are deeper.)
Reference - IMO Performance Specifications and S-52
ECDIS standards.
102. Limitations of Display of SENC INFO (add remove info apart from base
ENCs - info - Safety Depth/Contour)
SCALE indication provided of info/larger scale ENC
Display of NAV INFORMATION - overlays, radar scale
projection, orientation should match
Display of CHARTERED AREA north up default, true
motion mode available, enc/raster transition highlight
INTERFACING AND INTEGRATION gyro speed log gps
inputs
ROUTE PLANNING MONITORING AND VOYAGE REC.
alarm sounding when crossing safety contour, prohib-
ited area/exceeds cross track/ discrepancy in ship po-
sition/heading or speed source lost/ waypoint reached/
different geodetic datum/ past track recorded
COLOURS AND SYMBOLS IHO recommended
DISPLAY REQUIREMENTS - route planning and moni-
toring info can be shown
103. Monitoring a integrity of the displayed position of own ship. When the
route by source of the displayed position is the own ships GNSS,
34 / 142
OOW ORAL FLASHCARDS
ECDIS/critical there is always a possibility that the position displayed
checks may not coincide with the ship's actual position in relation
to the chart or the charted hazards.
A check may be made quite simply by utilising one or any
of the following:
• manual position fixing (visual/radar)
• look out of the window
• comparison of ARPA overlay of a fixed mark with the
charted position
• comparison of a radar overlay with conspicuous land or
fixed targets
• observation of a parallel index on the radar display to
monitor comparison with planned track
• monitoring the depth shown by echo sounder where
appropriate
• checking the track history
104. Vector charts - Electronic Navigational Chart

ENC Intelligent
Can be Interrogated
Integrated
Alarms
Transition of charts
Customisable
Safety critical always visable
105. Ecdis backup The following back-up options are generally accepted as
meeting SOLAS carriage requirements:For ships using
ECDIS as their primary means of navigation (no paper
charts), an additional and independent ECDIS shall be
provided as a back-up. The back-up ECDIS should be
connected to an independent power supply and con-
nected to systems providing continuous position-fixing
capability. When the ECDIS is being operated in Raster
Chart Display System (RCDS) mode using RNC data
due to lack of suitable coverage of electronic navigational
charts (ENC), then an appropriate folio of up-to-date pa-
per charts must be maintained for areas where only raster
chart coverage is available.
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OOW ORAL FLASHCARDS
For ships using ECDIS as an aid to navigation, the ship
must carry and maintain an appropriate folio of up-to-date
paper charts.
For ships using ECDIS as their primary means of navi-
gation, paper charts may still need to be carried in order
to comply with the new carriage requirements for ECDIS,
particularly if the ECDIS is being used in RCDS mode
for certain parts of the voyage. The IMO performance
standards require that for ships navigating in areas where
only raster chart coverage is available, the ship must have
an appropriate folio of up-to- date paper charts.
The UK's Maritime and Coastguard Agency (MCA) has
stated in its Marine Guidance Notice (MGN) 285(M+F)
'Electronic Charts - Use of risk assessment methodology
when operating ECDIS in RCDS Mode' that prior to MCA
approval for ECDIS in RCDS mode as a primary means
of navigation, a risk assessment is to be undertaken.
Masters and navigation officers preparing passage plans
will have to conduct a risk assessment for areas where
the ship will be trading to determine if there is suitable
electronic chart coverage and whether an appropriate
folio of paper charts (APC) is needed. Not all sea areas
are covered by ENC charts.
RCDS mode may be used for Primary navigation where
no ENCs exist. See MGN 285 risk assessment.
106. AIS Automatic Identification System

broadcast system
dynamic and static information
All SOLAS ships of 300 gt and upwards-engaged on
international voyage
identify vessels and assist in target tracking,
simplify information exchange
provide additional information to assist situation aware-
ness.
Specific vessel types (e.g. warships, naval auxiliaries and
ships owned and operated by governments) are not re-
quired to be fitted.
no provision in the COLREGs for use of AIS
36 / 142
OOW ORAL FLASHCARDS
Not all ships will be fitted with AIS, particularly small craft
and fishing boats.
Other floating objects which may give a radar echo will
not be detected by
identification of a target by AIS does not remove the
danger.
• Faulty/Human data input to AIS could lead to incorrect or
misleading information being displayed on other vessels.
A future development of AIS is the ability to provide "pseu-
do" navigation marks by enabling coastal authorities to
provide an AIS symbol on the display in any position.
Mariners should bear in mind that this ability could lead
to the appearance of "spurious" AIS targets and therefore
take particular care when an AIS target is not comple-
mented by a radar target. It should be noted though that
AIS will sometimes be able to detect targets which are in
a radar shadow area.
Inherent Limitations of AIS
The officer of the watch (OOW) should always be aware
that other ships, and in particular leisure craft, fishing
boats and warships, and some coastal shore stations
including Vessel Traffic Service (VTS) centres might not
be fitted with AIS. The OOW should always be aware
that other ships, fitted with AIS as a mandatory carriage
requirement, might switch off AIS under certain circum-
stances by professional judgement of the master.
In other words, the information given by the AIS may not
be a complete picture of the situation around the ship. The
accuracy of AIS information received is only as good as
the accuracy of the AIS information transmitted.
Use of AIS in Collision Avoidance Situations The potential
of AIS as an anti-collision device is recognised and AIS
may be recommended as such a device in due time.
Nevertheless, AIS information may be used to assist in
collision avoidance decision- making. When using the AIS
in the ship-to-ship mode for anti-collision purposes, the
following cautionary points should be borne in mind:
AIS is an additional source for navigational information.
AIS does not replace, but supports, navigational systems
37 / 142
OOW ORAL FLASHCARDS
such as radar target-tracking and VTS.
The use of AIS does not negate the responsibility of the
OOW to comply, at all times, with the Collision Regula-
tions.
107. What data is An AIS transceiver sends the following data every 2 to 10
transmitted by seconds depending on a vessel's speed while underway,
an AIS? and every 3 minutes vessel is at anchor:
Static:
Vessel Maritime Mobile Service Identity (MMSI): a unique
nine digit identification number.
Radio call sign: international radio call sign, up to 7 char-
acters, assigned to the vessel by its country of registry
Name: 20 characters to represent the name of the vessel
IMO ship identification number: a seven digit number that
remains unchanged upon transfer of the ship's registra-
tion to another country
Dimensions of ship, to nearest meter
Type of ship/cargo
Location of positioning system's (e.g., GPS) antenna on
board the vessel: in meters aft of bow and meters port or
starboard
Type of positioning system: such as GPS, DGPS or LO-
RAN-C.
Rate of turn: right or left, from 0 to 720 degrees per minute
Draught of ship: 0.1-25.5 meters
Destination: max. 20 characters
ETA
Dynamic:
Navigation status: E.g., "at anchor", "under way using

engine(s)", "not under command", etc.
SOG Speed over ground: 0.1-knot (0.19 km/h) resolution
from 0 to 102 knots (189 km/h)
Positional accuracy:Longitude: to 0.0001 arc minutes Lat-
itude: to 0.0001 arc minutes
COG Course over ground: relative to true north to 0.1°
38 / 142
OOW ORAL FLASHCARDS
True heading: 0 to 359° (for example from a gyro com-
pass)
True bearing at own position: 0 to 359°
UTC seconds: The seconds field of the UTC time when
these data were generated. A complete timestamp is not
present.
Rate of turn: right or left, from 0 to 720 degrees per minute
Optional: high precision time request, a vessel can re-

quest other vessels provide a high precision UTC time
and date stamp
108. SIGNALLING LAMP WITH FLAPS

LAMP SUPPLEMENT WHEN HORN NOT WORKING
1, 2 ,3 FLASHES MORSE CODE
ALDERS LAMP - 5 MILES - MANEUVERING LAMP
109. You must be able Areas of high density

to switch to hand Restricted visibility
steering within When ship manoeuvring is critical, such as in anchoring
30 secs in : A qualified helms person must be available immediately
to take over the above circumstances.
Autopilot Features
Rudder Limit - Sets a limit on the rudder angle applied by
automatic control.
Rudder - Controls the number of degrees the rudder will
move to correct every
degree of heading error. For example: with the control set
to 3, the
rudder will move 3° for every 1° of heading error.
Counter Rudder - Determines the amount of opposite
helm to be applied.
Control is adjusted to suit prevailing conditions.
Weather - Control to counteract the effect of weather
and sea conditions. This control imposes a time-delay on
the rudder command signal so that the ship will recover
naturally when under the influence of repetitive yaw.
The overall effect is to increase the amplitude of yaw that
can be tolerated before the steering gear is enabled.
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110. Autopilot 2 Track Control System - the vessel is kept on a predeter-
modes: mined track and uses an input from a satellite navigation
system.
Heading Control System - a vessel's autopilot - The nav-
igator will set the required course into the autopilot. The
autopilot then compares the 'set course' with information
received from the gyrocompass. If there is a difference, a
rudder command signal causes the rudder to move and
bring the ship back on course.
111. Testing of the au- Test manually at least once per watch. All the function
topilot tests should be conducted, and the various change over
system to other modes affected.
Test manual steering at sea at least once a day and before
entering restricted waters.
Manual Steering - Follow-Up Mode (Wheel)
The rudder is normally at the amidships position. If the
wheel is moved to port or starboard, rudder voltage is
produced. If the wheel is now moved back to amidships,
the rudder will 'follow' the wheel.
Manual Steering - Non-Follow-Up Mode (Joy-
stick)Non-follow-up is operated by a control lever that is
separate from the ship's wheel. To set the rudder angle
to 25° to port, move the lever to 25° to port. The rudder
then moves to port. The control lever returns to amidships,
but the rudder stays at 25° port. To return the rudder to
amidships, use the lever to apply opposite helm.
Emergency Steering - Every vessel shall have a means of
steering independent from the main steering. The vessel
should have communications from the bridge to the steer-
ing flat to allow the order and response of helm orders.
Steering Gears of Piston Type - The steering gears have
a double hydraulic system automatically divided into sub-
systems in case of a single failure.
When the oil leakage occurs as a result of pipeline or
other hydraulic element failure, the damaged part of the
system is automatically isolated, and the steering gear
remains efficient and ensures continuous ship's control.
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112. Steering Gear BPG Guidance A7 and B1 Checklist
Test Routines Every watch/After prolonged use of Autopilot
Before entering coastal or congested waters
Prior to departure
Emergency Steering Drills
Emergency steering Drill every three months
must include direct control from the station
checking of comms from station
checking alternative power supplies
113. OFFICIAL LOG record of seamen employed

BOOK births and deaths
drills and musters
inspection of LSA
inspection of steering gear
inspection of crew accommodation
crew food hygiene
dates of arrival departure
draught and freeboard at departure
watertight doors
(safety of crew in general)
114. Rule 19 Conduct A. APPLIES IN OR NEAR AREA OF RES. VIS.

of vessels in re- B. SAFE SPEED, ENGINES READY
stricted visibility C. RULES IN SECTION 1 RULES 4 To 10 ALL COUNTS
D. V/L DETECTS ANOTHER V/L BY RADAR SHALL
AVOID ALTERATION OF COURSE-
1. to port for a v/l forward of the beam other than for
a v/l being overtaken
2. towards a v/l abeam or abaft the beam
E
115. Ref MGN 369
116. Extracts from

MGN 379
117. What is ARPA? The following data for each selected target should be
clearly and unambiguously
identified and displayed immediately and simultaneously
41 / 142
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in alpha-numeric form
outside the radar area:
• Present range of the target;
• Present bearing of the target;
• Predicted target range at the closest point of approach
(CPA);
• Predicted time to CPA (TCPA);
• Calculated true course of the target; and
• Calculated true speed of the target.
118. The Mani- New rest hours for seafarers

la Amendments New grades of certificates of competence for able sea-
were effective man in both deck and
as of 1 Jan- engine
uary 2012. The New and updated training, refreshing requirements
most signifi- Mandatory security training
cant amend- Additional medical standards
ments are: Specific alcohol limits in blood or breath.
119. The STCW All persons who are assigned duty as officer in charge
Code stipulates of a watch or as a rating forming part of a watch and
that watch-keep- those whose duties involve designated safety, prevention
ing person- of pollution and security duties shall be provided with a
nel must take rest period of not less than:
mandatory rest A minimum of 10 hours of rest in any 24-hour period 77
periods. hours in any 7-day period.
The hours of rest may be divided into no more than two
periods, one of which shall be at least six hours in length,
and the intervals between consecutive periods of rest
shall not exceed 14 hours.
The requirements for rest periods laid down in para-
graphs 2 and 3 need not be maintained in the case of
an emergency or in other overriding operational condi-
tions. Musters, fire-fighting and lifeboat drills, and drills
prescribed by national laws and regulations and by inter-
national instruments, shall be conducted in a manner that
minimizes the disturbance of rest periods and does not
induce fatigue.
Each Administration shall establish, for the purpose of
42 / 142
OOW ORAL FLASHCARDS
preventing alcohol abuse, a limit of not greater than 0.05%
blood alcohol level
Watch schedules must be displayed in bridge crew mess
and available to all crew were they best can be seen.
120. OOW Primary du- Under the STCW Code, the OOW is the Master's rep-
ties resentative and is primarily responsible at all times for
the safe navigation of the ship and for complying with the
COLREGS.
As the Master's representative, the OOW is in charge of
the bridge and therefore in charge of the bridge team
for that watch, until properly relieved. In compliance with
shipboard operational procedures and master's stand-
ing orders, the OOW should ensure that bridge watch
manning levels are at all times safe for the prevailing
circumstances and conditions.
Primary DutiesIn order to maintain a safe naviga-
tional watch, the primary duties of the OOW will
involve watch-keeping, navigation and GMDSS radio
watch-keeping.
121. Taking Over the The watch should only be handed over if the relieving of-
Watch The reliev- ficer is capable of taking over.The relieving officer should
ing officer shall: not take over until they are satisfied the relieving watch
MGN 315 are capable of performing their duties.This includes en-
suring their eyes are adjusted to night vision.
Prior to taking over the watch the relieving officer should
ensure that they have familiarised themselves with:
Master's Standing Orders and Night Orders
position, course, speed and draught of the ship. They
should plot a position and take note of any expected
dangers to navigation during their time on watch
prevailing and predicted tides, currents, weather, visibility
state of readiness of the engines for full manoeuvring
on bridge control operational condition of all navigation
and safety equipment the errors of the gyro and magnetic
compasses presence and movement of ships in the vicin-
ity any hazards or conditions likely to be encountered the
43 / 142
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possible effects of heel, trim, water density and squat in
underkeel clearance.
122. You see an place the engines on 'stand-by', and the situation may
aground vessel make it necessary to take all way off my own ship.
(two red one My subsequent actions would include:
white) what are STOP
your actions? Advising the Master of the situation of the vessel aground
Carrying out a 'chart assessment' to include my own
ship's position and the position of the vessel aground
Switch on the echo sounder and note the under-keel
clearance
Position lookouts and turn from auto pilot to manual steer-
ing
Communicate with the vessel aground, with station iden-
tification, obtaining the draught of the aground vessel and
the time of grounding
Carry out an assessment of the extent of the shoal that
the vessel has run aground.
123. When can you be clear daylight but master should ensure that -
sole look out? absolutely safe to do so when considering prevailing cir-
cumstances
full account of the following - state of weather, visibili-
ty,Traffic density, Proximity of dangers to navigation
The attention necessary when navigating in or near traffic
separation schemes
Design and layout of the bridge
Arcs of visibility
Radar
Assistance must be immediately available
124. Handing Over Ensure that the members of the relieving watch are fully
the Watch The capable of performing their duties
OOW shall: MGN Ensure that the vision of the relieving watch is fully adjust-
315 ed to the light conditions
Ensure that all standing orders and the Master's night
orders are fully understood.
125.
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WATCHKEEP- MGN 315 - KEEPING A SAFE NAVIGATIONAL WATCH
ING ALL officer of the navigational watch shall
SITUATIONS STANDING ORDERS AND SPECIAL INSTRUCTIONS
POSITION,COURSE, SPEED DRAUGHT
TIDES, CURRENTS, WEATHER, VISIBILTY
ENGINE CONTROL
NAV AND SAFETY EQUIPMENT OPERATIONAL CON-
DITION
GYRO, COMPASS ERRORS
TRAFFIC AND INTENTIONS
CONDITIONS AND HAZARDS LIKELY TO BE ENCOUN-
TERED
POSSIBLE EFFECT OF HEEL TRIM WATER DENSITY
AND SQUAT
126. SAFETY OF LIFE SOLAS

AT SEA
TITANIC
IMO
specifies mini-
mum standards
for the construc-
tion, equipment
and operation of
ships, compati-
ble with their
safety
127. In Restricted Vis- When restricted visibility is encountered or expected, the

ibility MGN 315 first responsibility of the OOW is to comply with the COL-
REGs
Inform the Master
Exhibit navigation lights
Sounding of fog signals
Operate and use the radar
Ensure that a dedicated look-out is posted at all times
With particular regard to the keeping of a look-out
Proceeding at a safe speed and having the engines ready
45 / 142
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for immediate
maneuver.
128. Who wrote the International Chamber of Shipping (ICS)

Bridge Proce-
dure Guide?
129. The Internation- The International Chamber of Shipping (ICS) is the prin-
al Chamber of cipal international trade association for the shipping in-
Shipping (ICS) is dustry, representing shipowners and operators in all sec-
the principal in- tors and trades. ICS membership comprises national
ternational trade shipowners' associations in Asia, Europe and the Americ-
association as whose member shipping companies operate over 80%
of the world's merchant tonnage.
Established in 1921, ICS is concerned with all technical,
legal, employment affairs and policy issues that may af-
fect international shipping.
ICS represents shipowners with the various intergovern-
mental regulatory bodies that impact on shipping, includ-
ing the International Maritime Organization.
ICS also develops best practices and guidance, including
a wide range of publications and free resources that are
used by ship operators globally.
130. What does it do? Promotes the interests of shipowners and operators in all
ICS matters of shipping policy and ship operations
Promotes industry guidance on best operating practices
(e.g. through publications such as Bridge Procedures
Guide.
131. Duties of the Ensure all hatches/watertight doors/ portholes, etc. are
OOW prior to closed
proceeding to Anchors cleared and ready
sea (B2 Bridge Cranes are secured/tenders secured
procedure), Check all crew and passengers on board
Search the vessel for stowaways
Muster lists are posted and correct
Latest weather forecast is obtained
Navigation bridge should be made ready
Steering gear test within 12 hours of departure
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Gyro compass should be running 6-12 hours
Departure draughts should be taken
GMDSS equipment checked
132. Pre-departure - • Engine checks

Critical items • Steering checks
• Watertight integrity
• Passage plan checked
• Compass checks
• Radar checked
• Bridge equipment checked
• LSA items checked
133. The Anchor Plan In the construction of any anchor plan, the following
should be considered:
Weather forecast obtained
That good of shelter is provided at the intended position
The position as charted is free of any underwater obstruc-
tions
Intended position of anchoring of the vessel
Available swinging room at the intended position
Depth of water at the position, at both High and Low water
times
The ship's course of approach towards the anchorage
position
The ship's speed of approach towards the anchorage
position
Time to engage manual steering established
Defined positions of stopping engines and operating
astern propulsion (single
anchor operation).
State of tide ebb/flood determined for the time of anchor-
ing
That the defined position is clear of through traffic
The holding ground for the anchor is good
The position of the anchor at point of release
The amount of cable to pay out (scope based on several
variables)
Position monitoring systems confirmed
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OOW ORAL FLASHCARDS
134. OOW Duties at To ensure that the anchor lights are burning properly
Anchor Ensure a good GMDSSS radio watch
To ensure that the anchor ball is displayed by day
To make the appropriate sound signals in fog or poor
visibility
To take all possible steps to detect a dragging anchor
To make sure a second anchor is ready for letting go
To tend the gangway
To observe all boats arriving at and leaving the ship
To call the Master instantly should the vessel be in danger
To record in the logbook: the depth of water at the anchor-
age, the amount of
cable veered, the nature of the bottom, the anchor bear-
ings or transit bearings, i.e. those used to check the
vessel's position, any adjustments to the amount of cable
veered, details of boats arriving at and leaving the ship,
the arrival draught, any of the entries which are made at
sea or when berthed in port and which are appropriate.
To post extra lookouts in poor visibility, commence a radar
watch, and call the Master.
135. OOW Duties In 1. To ensure that a proper gangway watch is kept; that the
Port, Berthed gangway is adjusted for tidal range; that no unauthorized
persons are allowed aboard
ISPS
To ensure that all moorings are properly attended
To ensure that deck lights are switched on and off at dusk
and dawn.
To ensure that watchmen are properly relieved and that
when men are working overside or aloft their equipment is
in a safe condition and that a man is employed to watch
for their safety. The vessel should fly the two-flag signal
'RY', which means 'Reduce speed when passing me'.
To frequently observe fire or smoke-detecting apparatus
and to carry out fire patrols.
To enter into the logbook: weather conditions, details of
repair work, number of men employed on repairs, times
when cargo is loaded or discharged, and which holds are
in use, the number of stevedore gangs employed, reasons
48 / 142
OOW ORAL FLASHCARDS
for stoppages of cargo work, the ventilation of holds, tank
soundings, the draught each day, details of heavy lift work
and names of gangway watchmen.
136. Calling the Mas- if restricted visibility is encountered or expected

ter if traffic conditions or the movements of other ships are
causing concern
if difficulties are experienced in maintaining course
on failure to sight land, a navigation mark or obtain sound-
ings by the expected time
if, unexpectedly, land or a navigation mark is sighted or a
change in soundings occurs
of breakdown of the engines, propulsion machinery re-
mote control, steering gear or any essential navigational
equipment, alarm or indicator
if the radio equipment malfunctionsin heavy weather, if
in any doubt about the possibility of weather damage if
the ship meets any hazard to navigation, such as ice or a
derelic tif any vessel security concerns arisein any other
emergency or if in any doubt
137. Safe Manning ex- All ships must be sufficiently and efficiently manned for
plain their safe operation, having regard to the nature of their
work and location.
for every UK ship of 500gt and over:
Safe Manning Document (SMD) is in force
The Safe Manning Document is kept on board the ship at
all times
The manning of the ship is maintained at all times to at
least the levels
specified in the Safe Manning Document
The master must ensure that the ship does not proceed
to sea without a valid
Safe Manning Document and that the ship's manning
complies with the Safe Manning Document.
MSN 1858 - Syllabus - Minimum deck officer manning
scale
138.
49 / 142
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How do we get The company must submit to the MCA proposals as to
a Safe Manning the number and grades of personnel it considers should
document? be carried when safely manned on intended voyages.
See MSN 1868
The MCA will consider a ship to be safely manned if the
crew includes sufficient officers and ratings with appropri-
ate skills and experience to ensure that they can:
Maintain safe navigational, engineering and radio watch-
es
Moor and unmoor the ship safely
Manage the safety functions of the ship when employed
in a stationary or
near-stationary mode at sea
Perform operations, as appropriate, for the prevention of
damage to the
environment
Provide for medical care on board ship
Operate all watertight closing arrangements and maintain
them in effective
condition, and also deploy a competent damage control
party
Operate all on-board fire-fighting and emergency equip-
ment and life-saving
appliances, carry out such maintenance of this equipment
as is required to be
done at sea, and muster and disembark all persons on
board
Operate the main propulsion and auxiliary machinery and
maintain them in a safe condition to enable the ship to
overcome the foreseeable perils.
139. Who needs it? for every UK ship of 500gt and over:
140. Appointment of On every sea-going ship on which more than five workers
Safety Officers are employed, the Company is required to appoint a
safety officer. The Master must record the appointment of
a safety officer; this should be in the official logbook.
The safety officer is the safety adviser aboard the ship
and can provide valuable assistance to the Company and
50 / 142
OOW ORAL FLASHCARDS
to individual employers in meeting the statutory respon-
sibilities for health and safety. He should have attended a
suitable Safety Officer's training course. He should be fa-
miliar with the principles and practice of risk assessment
and should be available to advise those preparing and
reviewing risk assessments. It is recognized that, where
the safety officer also has other responsibilities (e.g. chief
officer) he may well conduct risk assessments himself.
However, the general principle is that the safety officer
takes an independent view of safety on behalf of the
Company.
The safety officer's role should be a positive one, seeking
to initiate or develop safety measures before an incident
occurs rather than afterwards. The safety officer should
do the following:
Be on the lookout for any potential hazards and the means
of preventing incidents.
Try to develop and sustain a high level of safety con-
sciousness among seafarers so that individuals work and
react instinctively in a safe manner and have full regard
to the safety not only of themselves but also of others.
The objective is to become the ship's adviser on safety to
whom the master, officers and all seafarers will naturally
turn for advice or help on safe working procedures.
Where unsafe practice is observed, approach the individ-
ual or responsible officer concerned to suggest improve-
ments in the method of working or use the safety commit-
tee to discuss examples of dangerous or unsafe practices
in a particular area. If this brings no improvement, the
safety officer should consider approaching the head of
department or, as a last resort, the master to use their
influence.
Ensure that each worker joining the ship is instructed
in all relevant health and safety arrangements, and of
the importance attached to them before starting work. A
suggested outline for this induction is given in Chapter 2,
Safety Induction.
Where possible, ensure that arrangements are made for
each new entrant to work with a seafarer who is thorough-
51 / 142
OOW ORAL FLASHCARDS
ly safety conscious.
Remind experienced seafarers joining the ship for the first
time of the importance of a high level of safety conscious-
ness and of setting a good example to less experienced
seafarers.
141. Election of Safe- On every ship on which more than five workers are em-
ty Representa- ployed, the Company must make arrangements for the
tives election of safety representatives. The regulations specify
that no safety representative may have less than two
years consecutive sea service since attaining the age of
18, which in the case of a safety representative on board
a tanker shall include at least 6 months service on such
a ship.
142. SAFETY INDUC- In addition to any appropriate mandatory STCW-ap-

TION proved courses, before being assigned to shipboard du-
ties, all persons employed or engaged on a ship, other
than passengers, shall receive familiarisation training on
board and receive sufficient information and instruction to
be able to:
Communicate with other persons on board on elementary
safety matters and understand safety information sym-
bols, signs and alarm signals
Know what to do if:
o A person falls overboard
o Fire or smoke is detected
o The fire or abandon ship alarm is sounded
Identify muster and embarkation stations and emergency
escape routes locate
and don lifejackets
Raise the alarm and have basic knowledge of the use of
portable fire
extinguishers
Take immediate action upon encountering an accident or
other medical
emergency before seeking further medical assistance on
board
Close and open the fire, weathertight and watertight
52 / 142
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doors fitted in the
particular ship other than those for hull openings.
143. Risk Assess- Effective Risk Assessments:

ment Correctly and accurately identify all hazards
Identify who may be harmed and how
Determine the likelihood of harm arising
Quantify the severity of the harm
Identify and disregard inconsequential risks
Record the significant findings
Provide the basis for implementing or improving control
measures Provide a basis for regular review and updat-
ing.
144. The main ele- Level 1 Generic Risk Assessment

ments of the Conducted by the company identifies hazards related to
risk assessment ship, personnel and the environment used by the com-
process are: pany to ensure appropriate safeguards are contained in
the company safety management system, policies, pro-
cedures and work instructions.
Level 2 Task Based Risk Assessment (TBRA)
Vessel and task specific risk assessments that are carried
out on board each vessel risk assessment carried out by
those involved in the work.
Vessel Specific Task Based Risk Assessment
• Used for routine and low-risk tasks.
Vessel Specific High Risk Task Based Risk Assessment
• Tasks that are not routine e.g. working aloft or entry into
an enclosed space.
Level 3 Toolbox Talk
Supports the TBRA conducted prior to the work com-
mencing. A talk through the procedures of the job in hand
and the findings of the TBRA with those involved with the
job.
Level 4 Personal Risk Assessment
Informal assessment of day-to-day risks maintains aware-
ness of the working environment and aids in the iden-
tification and control of immediate hazards if there are
53 / 142
OOW ORAL FLASHCARDS
concerns, stop the work, re-assess the controls, re-plan
if necessary and reassess the task.
145. Permit to work Based on the results of an accurate risk assessment

control measures are put in place.
Permit should state the location and details of the work to
be done, the nature and results of any preliminary tests
undertaken, the measures undertaken to make the job
safe and the safeguards that need to be taken during the
operation.
The permit should specify the period of its validity (which
should not exceed 24 hours) and any time limits applica-
ble to the work which it authorises.
Only the work specified on the permit should be undertak-
en.
Before signing the permit, the authorising officer should
ensure that all measures specified as necessary have in
fact been taken.
The authorising officer retains responsibility for the work
until he has either cancelled the permit or formally trans-
ferred it to another authorised person who should be
made fully conversant with the situation. Anyone who
takes over, either as a matter of routine or in an emer-
gency, from the authorising officer, should sign the permit
to indicate transfer of full responsibility.
The person responsible for carrying out the specified work
should countersign the permit to indicate his understand-
ing of the safety precautions to be observed.
On completion of the work, that person should notify the
responsible officer and get the permit cancelled.
The person carrying out the specified work should not be
the same person as the authorising officer.
Examples - Working Aloft/hot works/entry into confined
spaces (MGN 423)
146. The main ele- Based on the results of an accurate risk assessment
ments of the Per- control measures are put in place.
mit to work "Permits to work" are control measures for particular op-
erations. One consists of an organized and predefined
54 / 142
OOW ORAL FLASHCARDS
safety procedure.
Validity no more than 24 hours.
Signed by authorising officer and worker who should not
be the same
person. Examples: Working aloft/over side, hot works,
entry into confined spaces.
147. General knowl- 21% oxygen

edge Sufficient EEBD (only for personal use)
o2 level for life? Oxygen Meter
danger in con- PPE
fines spaces Medical pack
Risk assessment
Work Permit
BA equipment
24hr Ventilation before
148. Working at MGN 410

height/Aloft No height limit - Common sense
Risk assessment
Permit to work
Lifjacket (not buoyancy aid)
Lookout/s
Man overboard equipment ready to go.
Lifering
extra safety line
well briefed
149. MAIB Marine Accident Investigation Branch (MAIB)

MGN 564
UK vessels worldwide and all vessels in UK territorial
waters.
very important part in safety. It is by the identification and
study of accidents
The MAIB is not an enforcement or prosecuting body.
The Regulations apply generally to all ships, including
all commercial fishing vessels and (except for reporting
exceptions highlighted at Annex A) to pleasure vessels.
These vessels are covered by the Regulations whether
55 / 142
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at sea or in a port.
Accidents must be reported by the quickest means avail-
able and should contain the information set out in the
Schedule at Annex D.
When an accident occurs, the Master or senior surviving
officer must send a report to the Chief Inspector as soon
as is practicable following the accident. See Annex C for
reporting procedures.
Key Points
The MAIB is not an enforcement or prosecuting body.
The Regulations apply generally to all ships, including
all commercial fishing vessels and (except for reporting
exceptions highlighted at Annex A) to pleasure vessels.
These vessels are covered by the Regulations whether
at sea or in a port.
Accidents must be reported by the quickest means avail-
able and should contain the information set out in the
Schedule at Annex D.
When an accident occurs, the master or senior surviving
officer must send a report to the Chief Inspector as soon
as is practicable following the accident. See Annex C for
reporting procedures.
150. Snap back zones

the changes?
151. What would you Stop; inform the master; check position; Consult chart;
do if while steam- consult echo sounder;
ing North you
found a north
cardinal in front
of you?
152. Your steaming starboard

270 and you see
a North cardi-
nal what do you
do Port or Star-
board?
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153. Know the flag NC - I am in distress and require immediate assistance
meaning for: NC, (Distress signal).
RY and YG RY - You should proceed at slow speed when passing me
(or vessels making this signal).
YG - You appear not to be complying with the TSS
154. Duty to assist SOLAS regulation V/33.1 provides that the Master of a
persons in dis- ship at sea which is in a position to be able to be able to
tress at sea SAL- provide assistance on receiving a signal from any source
VAGE that persons are in distress at sea, is bound to proceed
with all speed to their assistance, if possible informing
them or the search and rescue service that the ship is
doing so.
It should be noted that there is no statutory obligation to
save maritime property in danger of being lost. Any at-
tempt by the Master of a merchant vessel to save property
is a commercial venture and not a statutory obligation.
155. What is Salvage "Salvage" is a service rendered by a person who saves

or helps to save maritime property in danger.
156. The right to sal- can only arise where "maritime property" is involved. In
vage order to establish a valid claim for a salvage award three
conditions must be fulfilled:
The property salved must be in danger at the time.
The danger must be such that any prudent master would
consider it reasonable to accept an offer of salvage as-
sistance. This means that a real peril must be threatening
the property at the commencement of the salvage ser-
vice, but it need not be present or imminent. For exam-
ple, a vessel which has lost her propeller at sea will be
in peril, since she will eventually either run aground or
founder, etc. The danger, although not necessarily immi-
nent, makes it imperative to call for assistance.
The service rendered must be voluntary. That means that
the salvor must not be under any contractual obligation,
or official duty, to render assistance.
The service rendered must be wholly or partly successful.
157.
57 / 142
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Advantages of LLoyds Open form
using LOF may Where the ship or marine environment is at risk and there
be summarised is no time to discuss conditions
as: Agreement can be reached via radio (if witnessed) or
other telecoms methods;
there is no need for the form to be signed until the salvage
services have been completed.
The agreement is not likely to be disputed.
LOF is basically a "no-cure, no-pay" agreement.
English law applies to claims.
The salvor has a maritime lien in the property salved,
even after its sale to another party (e.g. where a salved
ship or cargo is sold to try to avoid having to pay salvage
charges).
Salved property can be quickly released on payment of
security to the salvor.
Disputes are referred to arbitration in London, saving legal
costs.
Underwriters' liability cannot be increased beyond that for
total loss (i.e. underwriters will not be liable for "sue and
labour" costs where a total loss occurs).
Excessive claims by salvors are avoided.
158. What is the The Special Compensation P&I Clause, known as the
SCOPIC Clause "SCOPIC Clause", is supplementary to any Lloyd's Open
Form Salvage Agreement "No Cure - No Pay" and may
be invoked at the option of the salvage contractor by
written notice on the owners of the vessel being salvaged.
(The SCOPIC Clause is not incorporated into the LOF
agreement unless expressly invoked in accordance with
the provisions of the Clause.)
It determines the method of assessing special compen-
sation. This compensation is payable by the shipowner
in cases where the salvor has prevented or minimised
damage to the environment, but the value of the salved
property is insufficient to provide for a normal salvage
award.
159.
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The master of a Seek advice and instructions from the shipowner, but only
vessel in peril if time allows. If the urgency of the situation does not
should permit communications with the owners of the property in
peril, the Master will usually have authority to act on his
own initiative immediately request assistance if he thinks
it necessary for the safety of the ship, crew and cargo.
Accept the assistance that seems the most reasonable,
taking into account the possible value of the assisting
ships, her ability to perform the salvage services and the
amount of her deviation from her intended route.
Try to obtain agreement to Lloyd's Open Form 2000 be-
fore accepting any salvage services offered.
• Give the salvor all possible assistance to enable him to
do the job, remembering, however, that the more that can
be done by the ship's crew, the less will be the salvor's
reward and the cost to the shipowner and cargo owners
(Professional salvors may well want to do everything, in
order to maximise their reward).
160. SALVAGE Agree- If immediate assistance is not required and time allows
ments (e.g. where a disabled vessel is adrift in fine weather
far from land and shipping lanes), assistance should be
arranged through the owner on a contractual basis stipu-
lating ordinary tariff, fixed lump sum or a daily rate.
Where safety of life, the ship, the cargo or the marine
environment are in immediate peril, as in the case of
a disabled, laden vessel drifting onto a lee shore in a
densely-trafficked area, negotiations should not delay the
engagement of salvors. In this case, when one or more
suitable vessels respond, they should be immediately
requested to undertake whatever action is necessary.
In cases of immediate peril there should never be a delay
to negotiate a particular form of agreement or contract
terms. Any form of contract offered (whether Lloyd's Open
Form or some other form) should be immediately agreed
to in order to get the salvage operation under way.
161. ISPS International ship and port facility security

9/11 - Passanger/cargo/mobile offshore over 500GT
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Continous Synopsis record -(CSR) LOG - (must be kept)
Company Security Officer (CSO) - SSP/Survey
SSO - Ship Security Officer- certified officer
Ship Security Plan - SSP - Duties at different levels
Decleration of security - diff. levels/ ship port/ duties
Safety Management Certificate (SMC)
SSAS - Ship security alert sysytem - Silent
Security Level 1 - Normal, 2 - heightened, 3 - exceptional
Drills every three months or 25% of crew change
ISPS checklist
Survey - ISPS pocket list
162. The Continuous The Continuous Synopsis Record (CSR) is a form of

Synopsis Record log book that stays with the ship for its whole life, and
(CSR) is a form records all changes of owner, flag, name, Class, ISM, etc.
of log book that The ship must keep its copy of the whole CSR onboard
stays with even when it transfers to another flag state, is sold to
another owner, is taken over by another bareboat charter,
or another company assumes the responsibility of the
ship operation.
A CSR must be maintained for:
Passenger ships on international voyages
Cargo ships of 500 gt and above on international voyages
Class A passenger ships operating domestic services
within UK waters.
The Master is responsible for the proper upkeep of the
CSR onboard UK ships. It is important that the details
are always correct as Port State Control will check the
CSR as a matter of routine at inspections. The original
CSR documents must not be modified, deleted, erased
or defaced.
Following details should be present in the continuous
synopsis record (CSR)
Name of the ship
The port at which the ship is registered
Ship's identification number
Date on which ship was registered with the state
Name of the state whose flag the ship is flying
Name of registered owner and the registered address
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Name of registered bareboat charterers and their regis-
tered addresses
Name of the classification society with which the ship is
classed
Name of the company, its registered address and the
address from where
safety management activities are carried out
Name of the administration or the contracting government
or the recognized
organization which has issued the document of compli-
ance, specified in the
ISM code, to the company operating the ship
Name of the body which has carried out the audit to issue
the document of
compliance
or the recognized
organization which has issued the safety management
certificate (SMC) to the
ship and the name of the body which has issued the
document
or the recognized
organization which has issued the international ship secu-
rity certificate, specified in the ISPS code, to the ship and
the name of the body which has carried out the verification
on the basis of which the certificate was issued
The date of expiry of the ship's registration with the state.
The continuous synopsis record shall always be kept on
board ship and shall be available for inspection all the time
163. Main Aim of ISPS To control the access of unauthorized person on board
code and inside any port
To monitor the activity of people and cargo operation
To detect the different security threats on board vessel
and in port and implement measure as per the situation
To provide security level to the ship and derive various
duties and functions indifferent security level
To build and implement roles and responsibilities for port
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state officer and onboard officers to tackle maritime se-
curity threat at international level
To collect data from all over the world concerning security
threats and results
to tackle the same.
Specifically, the ships mentioned in the Code are passen-
ger ships, cargo ships of over 500 gross tons and 'mobile
offshore drilling units'.
164. Company Securi- Will advise the SSO on the level of threat at the next port
ty Officer ( CSO ) ensures any deficiencies or non-conformities regarding
the ship security plan are dealt with •
provides support to the SSO to enable them to carry out
their duties.
165. Port Facility Se- Ensures port facility security plan is implemented
curity Officer responsible for enhancing security awareness within the
port
liaises with CSO and SS0 regarding the level of threat in
the port.
166. Ship Security Of- Must have completed an approved SSO course
ficer ( SSO ) undertakes regular security inspections of the ship
responsible for implementing the ship security plan and
proposing any modifications
reports to the Company Security Officer (CSO)
responsible for ensuring that all crew with specific security
duties are trained in their tasks
responsible for increasing the crew's security awareness.
Each crew member should know exactly what security
level the ship is operating on and what tasks that involves
responsible for record keeping and reporting any report-
ing any breaches of security or non-conformities with the
security plan to the CSO.
167. Ship Security The Ship Security Plan (SSP) should define the decision
Plan ( SSP ) of the company with regard to the stage at which addition-
al Declarations of Security should be completed when the
ship is at each security level. The UK guidance as to when
completions of Declarations of Security are required is
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outlined below:
Ï When the ship is operating at a higher security level than
the port facility it has notified of its intention to enter
Ï When it intends to enter a port facility that is not required
to have a port facility security plan or appoint a port facility
security officer
Ï When the ship is at a higher security level than the port
facility (where the port facility is at a higher security level
than the ship, it is for the port facility to initiate the DoS).
168. Ship Security Different types of security equipment are kept on board
Alert System which includes metal detector for checking the person
entering the vessel. From July 2004, most of the ship has
installed Ship Security Alert System (SSAS) as per ISPS
norms which does not sound on ship but alarms the shore
authority about the security threat.
169. What are securi- Security level 1: normal, the level at which the ship or port
ty levels 1,2 & 3? facility normally operates. This is when you:
Check the identity of all people coming on board
Secure all unattended areas of the vessel
Security level 2: heightened, the level applying for as long
as there is a heightened risk of a security incident.This is
when you should consider:
Patrolling the decks during 'silent hours'
Limiting the number of access points to the ship (this
obviously applies more
to large
Cruise ships with multiple gangways and not as much to
cargo ships with one
Accommodation ladder or yachts where the only access
point is a passerelle aft)
Restricting access to the area around the ship, both in the
water and on the quayside (in co-operation with the port
authority)
Escorting visitors to the ship
Searching all or part of the vessel
Security level 3: exceptional, the level applying for the
period of time when there is the probable or imminent risk
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of a security incident.This is when you consider:
Limiting access to a single, controlled, access point
Granting access only to security forces
Directing persons on board
Refusing all deliveries
Evacuating the ship
Searching the entire ship
Moving the ship
170. Declaration of This is essentially a contract between the port and the
Security ship detailing the specific security duties and expecta-
tions of each party for the duration of the port call.
171. ISPS what would • Ship Security controls are to be established and imple-
you expect for a mented at all times.
survey? Access control procedures are clearly implemented and
the personnel in charge of access control are familiar with
their duties.
The Ship Security Plan (SSP) and related records are
protected from unauthorized access or disclosure.
The relevant officers are aware to which parts of the SSP
limited access may be allowed (see ISPS Code).
The security level is set correctly as required by the Flag
State and Port Authorities and all personnel are aware of
the current level.
Ship's stores are checked on receipt and stowed prompt-
ly, in accordance with levels set by SSP.
All security equipment is maintained, calibrated and test-
ed as required by their manuals and the SSP Gangway
watch.
Drills are carried out regularly as per ISPS Code and SSP.
Restricted areas are clearly identified and marked as
required by the SSP.
Access to and activity within Restricted Areas is con-
trolled as required by the SSP
Searches are carried out in accordance with the level set
by the SSP
Ship Security Alert System (SSAS) is operational and
records for tests and maintenance available
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Company Security Officer (CSO) or designated represen-
tative is available at all times. The CSO can be readily
identified by SSO and applicable officers
and crew. Contact details are available.
Records are maintained and retained as required by the
SSP and ISPS Code.
172. What is the Large design criteria, construction standards and other safety
Yacht Code measures for yachts carrying no more than 12 passen-
gers so as to minimise the risk to such yachts, persons
onboard and the environment. The criteria are largely
aligned to the Conventions and Instruments referred to
in the preamble to the Code, but have been modified
to create an equivalence where deemed appropriate to
ensure their suitability for application to yachts.
Application:
"The Code applies to motor or sailing vessels of 24 metres
in load line length and over or, is in commercial use for
sport or pleasure and carries no cargo and no more than
12 passengers. Sail training vessels are included in this
application."
173. What is MLC The Maritime Labour Convention (MLC) is an Internation-

2006 al Labour Organization convention established in 2006
as the fourth pillar of international maritime law and em-
bodies "all up-to-date standards of existing international
maritime labour Conventions and Recommendations, as
well as the fundamental principles to be found in other
international labour Conventions". The other pillars are
the SOLAS, STCW and MARPOL.
The UK ratified the Maritime Labour Convention on 7
August 2013, and it entered into force on the 7 August
2014.
What are the Objectives of the Maritime Labour Conven-
tion, 2006?The new Convention will set out seafarers'
right to decent working and living conditions globally and
help to create conditions of fair competition for ship-own-
ers.
The Code consists of five titles:
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Title 1: Minimum requirements for seafarers to work on a
ship
Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and
catering
Title 4: Health protection, medical care, welfare and social
security protection
Title 5: Compliance and enforcement.
Please see MSN 1848 survey and certification.Ships of
500GT and over operating internationally or in a foreign
port require a Maritime Labour Certificate. Shipowners
for ships under 500GT which operate internationally or
in a foreign port may also request a survey for issue of
a certificate. For UK ships, currently a Maritime Labour
Certificate can only be issued by the Maritime and Coast-
guard Agency.
A Maritime Labour Certificate is valid for five years, sub-
ject to an intermediate inspection between the second
and third year, after which the certificate may be en-
dorsed.
All ships, whether or not they require a Maritime Labour
Certificate, will be inspected twice within a five-year peri-
od and inspections will, where appropriate, be conducted
at the same time as ISM audits.
174. The Code con- MGN 149 - Approval for Crew Agreements
sists of five MGN 477 - Seafarer Agreements
Titles: Seafar- MGN 474 - Retention of Crew Agreements (Private)
ers' Employment
Agreements All Regulations apply must have a written SEA.
crew agreements All crew agreements must have:
must have: Who a cover with details of the ship and its owners
needs a SEA an up-to-date crew list with names, dates of birth and
addresses
a list of anyone on board who is under 18 or exempt from
a crew agreement
contractual clauses for each crew member
A crew agreement can last up to 12 months. After this
period, a new agreement must be drawn up. Clauses must
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include:
The name of the crew memberA description of the jour-

ney(s) that the agreement relates to
The crew member's job description

Details of their pay, hours and leave
Details of required notice and how the crew agreement
can be terminated.
The Maritime and Coastguard Agency (MCA) gives guid-
ance on drawing up crew agreements for merchant ships
and yachts.
175. Explain the dif- Barograph - Records Tendency

ference between A barograph is a barometer that records the barometric
a barograph and pressure over time in graphical form. This instrument is
barometer also used to make a continuous recording of atmospher-
ic pressure. The pressure-sensitive element, a partially
evacuated metal cylinder, is linked to a pen arm in such
a way that the vertical displacement of the pen is propor-
tional to the changes in the atmospheric pressure.
Steep change in graph - more windy/change in weather
Take into account diurnal variation - atmospheric pres-
sure waves that goes round the world/worse at the trop-
ics/ 12hr period
Barometer Mercury and Aneroid
A barometer is a scientific instrument used to measure
air pressure. Pressure tendency can forecast short term
changes in the weather. Many measurements of air pres-
sure are used within surface weather analysis to help
find surface troughs, high pressure systems and frontal
boundaries.
High pressure - Nice weather
Barometers and pressure altimeters (the most basic and
common type of altimeter) are essentially the same in-
strument, but used for different purposes. An altimeter
is intended to be used at different levels matching the
corresponding atmospheric pressure to the altitude, while
a barometer is kept at the same level and measures
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subtle pressure changes caused by weather.
Diaurnal
176. What's a Hy- Steevenson s screen

grometer and measures relative humidity
how can you use raining 100% humidity - saturated
it to predict fog difference between wet and dry bulb is an indication of
humidity
water evaporating takes away heat changing temperature
the bigger the difference between wet and dry the drier
the air
To predict Dew - Mariner's Handbook - dew point table
- depression - Dry bulb temp. - reading gives you the
temperature of when due will form
To predict fog - you do the same thing as as in dew bun
instead of plotting air temp, you plot sea temp.
177. What's a pre- To get as accurate a reading as possible the barometer

cision aneroid should be vented to the outside, so the reading is not
barometer impacted by sealed bridges. If this is not possible bridge
wing doors should be opened prior to taking a reading.
The barometer will be fitted with a built-in damping device
and the purpose of this is to prevent inconsistent readings
due to pressure variations from the movement of the ship
and gusts of wind.
The corrections that should be applied to the reading
taken are:
2. Traditional Marine Barograph
How the barograph can indicate pressure trends
Maintenance required weekly:
Application of the data
recording the readings and comparing over a time period,
the 00W will get
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Instrument error
This will be found on the manufacturer's calibration
card.The instrument should be calibrated at regular inter-
vals to ensure it is as accurate as possible.
Reduction to sea level
A table for reducing to sea level will be supplied when the
barometer is set to its station height.
Temperature
On installation most barometers will be adequately com-
pensated for temperature. If not, a temperature correction
chart will be provided.
178. What types of fog Advection (wind/sea) Radiation (Land) Sea (Sea) Frontal
is there (Precipitation) Smoke Fog (large difference in temp)
179. Sea Fog Fog is caused when the air cools to the dewpoint. When
the sea temperature is relatively cold and encounters
warm moist air flowing over the surface,the cooling effect
can result in the water vapour above the sea reaching its
dewpoint and forming a shallow layer of fog.
Sea fog is most common in spring and early summer
in the UK. An indication of sea fog is the dewpoint of
the atmosphere, the closer the air temperature is to the
dewpoint, the more saturated the atmosphere is.
The Mariner's Handbook states that a warning of onset of
fog can be obtained when the dewpoint is within 5°C of
the sea surface temperature.
The bridge team should be aware of areas in the world
where fog is prevalent. These include:
Polar regions in the summer Grand Banks of Newfound-
land NW Pacific Ocean
the western seaboards of California, Chile, Peru, SW
Africa and Morocco. These areas experience cold cur-
rents and, when combined with warmer air flow from the
Trade Winds, fog can form
the UK.
180. Advection or Sea Sea Fog occurs when warm air flows over a relatively
Fog (advection is cold sea surface (advection flow). The sea temperature
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another word for must be below the dew point of the air. This type of fog
wind...) is frequently experienced around the UK and Channel
Islands and often continues in strong winds. A change in
wind direction or sea temperature is necessary for the sea
fog to disperse. Cold sea may be brought in by the tide
upwelling round an island or coast. The weather forecast
may refer to fog as widespread, in banks or patches.
181. Land Fog/ Radia- Radiation or Land Fog usually occurs at night the when
tion skies are clear, the air is moist and the land can cool
through radiation. It is common in Spring and Autumn
when atmospheric pressure is high. The air directly in
contact with the ground will be cooled. If this cooling is
enough to drop below the dew point then fog will occur.
If the air is completely still then dew will form, not fog.
Land fog often forms in valleys and may drift out to sea. It
usually clears when the sun warms the air on the following
morning; a Met Office rule of thumb is that in October
(10th month) it will clear by 10.00 am, and so on.
182. Frontal Fog (Pre- This type of fog, usually occurs with the passage of a
cipitation Fog) Warm Front where the temperature of the air ahead of
the front is very low. Frontal Fog normally takes the form
of low cloud enveloping high ground, which may descend
to sea level.
As stated above, fog is usually termed as when the visibil-
ity is less than 1000 metres. Other definitions of visibility
in the Shipping Forecast are:
Good - Visibility more than 5 miles
Moderate - Visibility between 2 and 5 miles
Poor - Visibility between 1000 metres and 2 miles
183. Arctic Sea This type of Fog will only occur in a few places. It requires
Smoke or Warm a large difference between air and sea temperature with
Water Fog the air colder than the sea. This type of fog lies generally
below 30ft in height from the surface.
184. Land and Sea Katabatic -

Breezes / Kata- This is the name given to a wind produced by a downward
batic current, which is especially prevalent in high coastal ar-
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eas. The wind 'runs' down the hillside, its velocity increas-
ing with gravity, and it can expect to meet the sea often
with great violence.
Land and Sea Breezes - Evening temperatures over land
and sea tend to be reasonably equal, but at night the tem-
perature over the land falls and the pressure increases,
the state of equilibrium is upset, and a current of air moves
towards the sea. The opposite phenomenon takes place
in morning.
Check your local weather via Google!
The mistral is a strong, cold, north-westerly wind that
blows from southern France into the Gulf of Lion in the
northern Mediterranean, with sustained winds often ex-
ceeding force 8.
In France, it refers to a violent, cold, north or northwest
wind that accelerates when it passes through the valleys
of the Rhone and the Durance Rivers to the coast of
the Mediterranean around the Camargue region. It affects
the northeast of the plain of Languedoc and Provence
to the east of Toulon, where it is felt as a strong west
wind. It has a major influence all along the Mediterranean
coast of France and often causes sudden storms in the
Mediterranean between Corsica and the Balearic Islands.
The mistral is usually accompanied by clear, fresh weath-
er, and it plays an important role in creating the climate
of Provence. Its average speed during the day can reach
about fifty kilometres an hour, calming noticeably at night.
The mistral usually blows in winter or spring, though it
occurs in all seasons. It sometimes lasts only one or two
days, frequently lasts several days, and sometimes lasts
more than a week.
The mistral takes place each time there is an anticyclone,
or area of high pressure, in the Bay of Biscay, and an
area of low pressure around the Gulf of Genoa. When
this happens, the flow of air between the high and low
pressure areas draws in a current of cold air from the
north which accelerates through the lower elevations be-
tween the foothills of the Alps and the Cevennes. The
conditions for a mistral are even more favourable when
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a cold rainy front has crossed France from the northwest
to the southeast as far as the Mediterranean. This cold,
dry wind usually causes a period of cloudless skies and
luminous sunshine, which gives the mistral its reputation
for making the sky especially clear.
185. Name sources of Own ship

weather info VHF by HM Coastguard MRCCs in UK
Navtex 490 kHz
Local Forcast
Sat sea
Broadcast on SafetyNET.
Internet
Mariner's Handbook
Broadcast details are in Admiralty List of Radio Signals
(ALRS) Volume 3 and 5.
Admiralty routing charts - One chart per month - Wind
direction - storms - ice - TRS
Ocean passages of the world
This consists of 21 METAREAS almost identical to
NAVAREA that form the World-Wide Navigation Warning
Service.
Information is available from the Enhanced Group Calling
SafetyNET service.
A summary of gales, general weather conditions and
forecasts for 24 hours. Available through:
• RT (MF) and VHF through HM Coastguard MRCCs •
NAVTEX• SafetyNET• BBC Radio 4.
Broadcast details are in Admiralty List of Radio Signals
(ALRS) Volume 3 and 5.
Issued when mean winds of at least Force 8 or gusts of
between 43-51 knots are expected.Severe Gale - Force
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9Storm - Force 10
Violent Storm - Force 11Hurricane - mean wind speed 64
knots or greater
High Seas - Atlantic Weather Bulletins and Storm Warn-
ings
UK Coastal Inshore Waters Forecast
Coastal Strong Wind Warnings
Ship's Weather Reports
UK Meteorological Office Website
Plain language weather synopsis, warnings and 24-hour
forecast. Broadcast on SafetyNET.
Broadcast for the benefit of coastal shipping, fishing ves-
sels and leisure craft. Covers an area from the coastline
to 12 nautical miles out to sea.Broadcast through:
VHF by HM Coastguard MRCCs in UK
NAVTEX (490 kHz)
BBC Radio 4.
Issued if the wind speed in a coastal area is predicated to
be Force 6 or more. Broadcast details are in ALRS Volume
3.
These are weather reports made by ships on the WMO
Voluntary Observing Ship Scheme.
Latest marine observations, shipping forecasts, gale
warnings, inshore waters forecasts and strong wind warn-
ings.
186. Tell me how you Form over oceans

would react in a Require warm water 26 degrees
TRS - Are you on Eastern part of a an ocean 8 - 15 n or south lat
which side of the Require coriolis so no equator
TRS
signs of an approaching TRS - barometer drop of 3 below
mean - - diaurnal variation - significant change in the wind
- long low swell - heavy rain - oppresive cumulus - buy
ballot s law back to the wind
Location - Northern hemisphere - Dangerous Semi Circle

- Put the wind on the stud bow and alter course to star-
board as the wind veers
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Navigable Semi Circle - Put the wind on the starboard
quarter and alter course to port as the wind backs
Location - Southern hemisphere - Dangerous Semi Circle
- Put the wind on the port bow and alter course to port as
the wind backs
Navigable Semi Circle - Put the wind on the port Quarter
and alter course to starboard as the wind veers.
187. Describe a syn- Displayed on a synoptic chart are pressure patterns,

optic weather fronts, wind direction and wind speed for a particular area,
chart as well as an estimate of how these are predicted to
evolve over time. To understand the information contained
in a synoptic chart the bridge team must have an under-
standing of weather characteristics.
Features of a Synoptic Chart
Pressure Patterns
These are depicted by the use of isobars. The isobars join
areas of equal pressure.
These pressure patterns show areas of high and low
pressure, which are an indication of where the wind is
coming from and how strong it is. Isobars that are closer
together indicate stronger winds than those which are
further apart.
The air moves around an area of high pressure in a
clockwise direction and anti-clockwise in an area of low
pressure. Knowing this, the direction of the wind can be
estimated.
Air moves from high to low pressure.
High or low pressure masses of air on a synoptic chart
can give an indication of wind speed and direction.
Weather fronts are depicted on a synoptic chart by using
lines, triangles and semi-circles. A front marks the bound-
ary between two air masses.
A warm front is shown with a red line and red semi-circles.
Warm air follows
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a warm front. Along a front, an increase in the amount of
cloud and rainfall will be experienced.
A cold front is shown with a blue line and blue triangles.
Cold air follows a cold front. Along a front, an increase in
the amount of cloud and rainfall will be experienced.
An occluded front is shown as a purple line with purple
semi-circles and triangles next to each other.
These form when a cold front 'catches-up'with a warm
front and air masses merge.
Before this occurs an observer studying a synoptic chart
will observe a cold front catching-up'with a warm front. As
this happens the air between the two frontal systems is
trapped and a 'warm sector' is formed.
Within this warm sector low cloud and patchy light rain will
be experienced.
A developing front is depicted on a synoptic chart by a
dot. A weakening front is depicted on a synoptic chart by
a cross.
These are shown on a synoptic chart by a thick black line
with no semi- circles or triangles attached. A trough marks
an area that is particularly unstable. The air will be quite
turbulent and showers expected.
188. Buys Ballot's law Buys Ballot's law In the Northern Hemisphere, if a person
stands with his back to the wind, the atmospheric pres-
sure is low to the left, high to the right.[1] This is because
wind travels counterclockwise around low pressure zones
in the Northern Hemisphere.
189. Draw parallel line to isobars and extend to cross meridian

Calculate where low is from isobars
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Calculate wind apply buy's ballot law
direction from a factor 20 degrees less wind
synoptic chart draw line towards lower isobar
obtain bearing relative to meridian
190. Passage of a low Approaching warm front

stage 1 - Ap- Wind (N Hemisphere) - Backs to SW or S and Freshens
proaching warm Cloud - Thickens and cloud base lowers. Overcast skies
front obscure the sun (Cirrus and Altostratus)
Weather - Intermittent light rain increases to moderate to
heavy just ahead of the front
Change in Barometric pressure - Increase rate of fall
Change in Temp - Very slow increase
Visibility - Steady uction in increasing rain
AHEAD OF THE WARM FRONT
Pressure starts to fall steadily
Temperature quite cold, starts to rise
Cloud cover cloud base drops and thickens (cirrus and
altostratus)
Wind speed and direction speeds increase and direction
backs
191. Passage of a Warm Sector (behind warm front)

low stage 2 - Wind (N Hemisphere) - Veers and may freshen
Warm Sector (be- Cloud - Medium and high-level cloud breaks up. Typically
hind warm front) lower level cloud remains (Nimbostratus)
Weather - Rain eases and may turn to drizzle. Fog banks
may develop if sea surface temp is high compared to dew
point
Change in Barometric pressure - Rate of fall slows and
becomes steady
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Change in Temp - Sharp increase
Visibility - Moderate or poor
192. Passage of a low Approaching cold front

stage 3 - Ap- Wind (N Hemisphere) - Backs slightly and freshens
proaching cold Cloud - Increase in medium and high-level cloud. (some-
front times large Cumulonimbus)
Weather - Rain recommences
Change in Barometric pressure - Fall
Change in Temp - Steady
Visibility - Moderate
193. Passage of a low At cold front

- Stage 4 - At cold Wind (N Hemisphere)
front Veers Markedly to W or NW. May be accompanied by
sudden squalls
Cloud - Bank of cloud breaks up as front clears to E.
Weather - Moderate or heavy rain followed by clearer
conditions as front clears to east.
Change in Barometric pressure - Sharp rise
Change in Temp - Shard decrease
Visibility - Sharp increase
194. Local weather to

your area of
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cruising, the mis-
tral for example
195. Why does a ves- The torque which tends to restore a vessel heeled over to
sel return to the its upright position; it is the product of the righting arm and
upright the weight of the vessel.
When the ship floating at rest in still water is inclined
by an external force to a small angle f1, the centre of
gravity G will remain in the same position but the centre
of buoyancy moves towards the submerged side, to the
new position Bf1. This create a moment WxGZ known as
the righting moment. GZ is known as the righting arm.
The plot of the righting arm GZ calculated as the function
of the heel angle, at constant displacement and vertical
centre of gravity KG values, is used to measure the ship
stability at large angles of heels. It is called the curve of
statical stability.
196. Whats Free sur- g moves in the same direction of the heel
face effect the movement reduces the lever arm of the righting mo-
ment and metacentric height GM
how to counter- GA (apparent centre of gravity) and the apparent meta-
act it? centric height, GAM, are used as a measure of the free
surface effect,
press the tanks or empty them

have split tanks
baffles
construct tank longitudinally
consider pumping liquid to another tank
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197. Stable neutral Stable - Metacentre above G

unstable Neutral - Metcentre and G at same point
Unstable - G above Metacentre
198. Explain a tender 1. Sluggish and slow to respond to waves i.e lesser right-
vessel ing moment.
2. Just enough stable
3. Due to a lesser righting lever, it rolls excessively to
sides.
4. Comfortable to ride.
5. Due to the long roll period, these ships went through
lesser structural stress.
6. Bad for carrying heavy cargo load, carrying cargo in
bulk but better for crew, passengers.
7. As these ships are slow to return to its upright position
it's easy for water to get on the deck.
8. These ship have large portion of the ship's weight at the
upper part.
9. Less structural stress it last long but create strain on
cargo lashing.
10. metacentric height is very small
199. Explain a stiff 1. Response to wave profile rapidly with a large righting
vessel moment.
2. Most stable
3. Due to a large righting lever, it rolls violently and quick.
4. Uncomfortable to ride.
5. Due to the short roll period, these ships went through
higher structural stress.
6. Bad for crew, cargo in containers wile better for carrying
cargo in bulk.
7. As these ships are quick to return to its upright position
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it's hard for water to get on the deck.
8. These ship have small portion of the ship's weight at
the upper part.
9. Due to large structural stress they are prone to damage.
10. metacentric height is large
200. List is List is when it is inclined by forces within the vessel,

e.g. movement of weight within the vessel. A horizontal
movement of G for instance loading a tender on one side
of the vessel the centre of gravity is off centre to either
port or starboard.To correct add weight to the high side
or remove weight from the low side.
An angle of list is caused by uneven distribution of weight.
In port, this may be corrected by distribution of cargo or
ballast operation.
At sea, the transferring of bunkers or ballast or ballasting
to the high side or
ballasting the low side does this.
201. Loll is The term "loll" describes the state of a vessel, which is
unstable when upright, and which floats at an angle from
the upright to one side or the other, caused by a vertical
movement of G.
If an external force, e.g. a wave or wind, changes this
state, the vessel will float at the same angle to the other
side.
To correct for loll the following procedure should be ob-
served: You must lower the centre of gravity.
You can take ballast. If you do so (and if your vessel has
ballast tanks that you can fill), then you should begin by
pressing up tanks on the low side first. This will initially
make your angle of loll worse because you are adding
weight on the side to which the vessel is leaning, and you
are introducing a free surface (if you are ballasting on an
empty tank). This is still safer than ballasting the high side
first, because that could cause the vessel to flop-over to
the other side, and possibly capsize.
The second option open to you is to remove the cause. A
loll does not suddenly occur. It is a result of decreasing
80 / 142
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stability that is caused by the progressive rising of the
centre of gravity of the vessel. This can only occur if
you are loading weights on deck and using fuel or water
from low down in the hull (where most tanks are located
anyway). In these circumstances you may have to jettison
weight from above G.
202. Duties for Prior to arrival in the dry dock -

dry-docking prepare for a critical manoeuvre via engine checks, steer-
ing checks good briefing before arrival agreement on who
is doing what with the yard!
All hatches and beams should be in the stowed position to
ensure continuity of strength throughout the ship's length.
All derricks and cranes should be down and secured, not
flying.
Any free surface in tanks should be removed or reduced
to as little as possible, either by emptying the tank or
pressing it up to the full condition.
Stability calculations should be made to ensure adequate
GM to take into account the rise of 'G' when the vessel
takes the blocks.
Inform dock authorities in plenty of time of any projections
from the hull of the vessel, as indicated by drydock plan.
Sound round all tanks once the vessel has taken the
blocks, to ensure a similar stability state when leaving the
drydock.
Lock up ship's lavatories before entering the dock.
Ensure adequate fenders are rigged for entry into the
dock and that dock shores are correctly placed against
strength members once the vessel is positioned. If it is
the custom in the graving dock, arrange for fo'c'sle head
party to position shores on one side and the stern party
to deal with the other side.
If required, endeavor to have the vessel cleaned and
scrubbed as the dock water is pumped out.
Inform dock authorities where to position extra shores or
blocks to take account of additional stresses caused by
the weight of cargo aboard.
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Obtain telephone/electricity/and water pressure fire line
garbage and sanitation facilities as soon as possible.
203. Docking plan The Docking Plan includes profile, plan and sections of
the vessel which is aligned with dock drawings to ensure
that the vessel can be accommodated and locate the po-
sition of the keel blocks, bottom and bilge blocks, together
with side shores. When placing shores on the ship side, it
is important that the end of the shore is positioned over a
frame or at the intersection of a frame and a deck stringer.
204. How do we com- Consider re-routing / Verify the vessel position

pensate for bad Update weather report / Plot storm position often
weather? Engage manual steering / Reduce speed.
WT INTEGRITY - Hull openings closed, WT doors closed
& secured, Hawse/Spurling pipe covers, Vent pipes cov-
ered, All sea valves closed (except essentials), Storm-
boards rigged
VESSEL SECURITY- Scuppers & freeing ports clear, Ex-
tra lashings and stowage, Reduce free surface to mini-
mum,Increase stability (GM), Check emergency comms.
CREW SAFETY - Restricted access to decks, Rig life-
lines, Safety harnesses, Check liferafts, Modify Watch
routine, Crew rested, Warn galley - prepare meals.
205. What's GT Considered as the measurement of the vessel's internal

volume below the upper deck less certain exemptions.
Other spaces include wheelhouse, bridge, chartroom, ra-
dio- room, galley, etc., measured above the tonnage deck.
(a gross 'tonne' is a unit of volume containing 2.83m3).
206. What's NT Represents the earning capacity of the vessel and is

obtained by deducting non-freight spaces from the gross
tonnage (i.e. Master/crew accommodation, chain lockers,
machinery spaces, workshops, ballast tanks, etc.). Port
and harbour dues are assessed on net tonnage.
207. RESERVE BUOY- volume of watertight portion of ship above waterline (im-
ANCY portant factor in ship's ability to survive flooding)
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208. ALL SEASON S - Summer :- It is the basic freeboard line at the same
LOAD LINE level as the Plimsol Line. Other load lines are marked
based on this Summer freeboard line.
T - Tropical :- It is 1/48th of summer draft marked above
the Summer load line.
W - Winter :- It is 1/48th of summer draft marked below
the Summer load line.
WNA - Winter North Atlantic :- It is marked 50mm below
the Winter load line. It applies to voyages in North Atlantic
( above 36 degrees of latitude) during winter months.
F - Fresh Water :- It is the summer fresh water load
line. The distance between S and F is the Fresh Water
Allowance (FWA).
TF - Tropical Fresh Water :- It is the fresh water load line
in Tropical. It is marked above the T at an amount equal
to FWA.
209. What's FWA The fresh water allowance is calculated to allow for the
change of draught when the vessel moves from FW to
SW (RD 1.025). It is the amount one may submerse the
appropriate saltwater mark when in freshwater. Since FW
is less dense than SW, the vessel must displace a greater
volume of FW to achieve the same weight, (by sinking
deeper in the water.
210. Receipt of a dis- Tune to Ch 2182 listen for comms. and immediately ac-
tress message, knowledge receipt of message establish voice communi-
MF in Mid At- cations
lantic Gather the following information from the craft in distress
if possible:
a. Position and nature of distressed craft
b. Distressed craft's identity, call sign, and name
c. Number of POBs
d. Nature of the distress or casualty
83 / 142
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e. Type of assistance required
3. Consider Mayday relay by voice
Proceed to the casualty as best speed
Establish coms with CRS and other vessels proceeding
to the distress
Prepare for assisting the casualty
X band radar for SART
Additional look outs with binoculars
Prep rescue boat
Medical station
211. Receipt of a dis- Tune to appropriate station listen for coms.

tress message, Do not acknowledge
HF in any areas If no shore acknowledgement, relay ashore
212. Receipt of a dis- Listen to Ch 16 listen for comms. and immediately ac-
tress message, knowledge receipt of message establish voice communi-
VHF in Mid At- cations.
lantic Gather the following information from the craft in distress
if possible:
c. Number of POBs
Consider Mayday relay by voice
to the distress
Prep rescue boat
Medical station
213. Receipt of a dis- Listen to Ch 16 listen for comms. and defer for a short time
tress message, to allow coast stations to answer
VHF in Area A1 Acknowledge receipt of message establish voice commu-
(Solent) nications
84 / 142
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Gather the following information from the craft in distress
if possible:
c. Number of POBs
Establish comms. with CRS and other vessels proceeding
to the distress
Prep rescue boat
Medical station
214. GMDSS what is The Global Maritime Distress and Safety System
it? (GMDSS) is an internationally agreed-upon set of safe-
ty procedures, types of equipment, and communication
protocols used to increase safety and make it easier to
rescue distressed ships, boats and aircraft.
215. Navtex Navtex is an international, automated system for instant-

ly distributing maritime safety information (MSI) which
includes navigational warnings, weather forecasts and
weather warnings, search and rescue notices and similar
information to ships. A small, low-cost and self-contained
"smart" printing radio receiver is installed on the bridge,
or the place from where the ship is navigated, and checks
each incoming message to see if it has been received
during an earlier transmission, or if it is of a category of
no interest to the ship's Master. The frequency of trans-
mission of these messages is 518 kHz in English.
ABDL cannot be switched off.
85 / 142
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216. If you hear a may- Listen to Ch 16 listen for comms. and immediately ac-
day in the middle knowledge receipt of message establish voice communi-
of the Atlantic cations.
if possible:
c. Number of POBs
to the distress
Prep rescue boat
Medical station
Receipt of a Distress Message, MF in Mid Atlantic

Tune to Ch 2182 listen for comms. and immediately ac-
knowledge receipt of message establish voice communi-
cations
if possible:
c. Number of POBs
3. Consider Mayday relay by voice
to the distress
86 / 142
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Prep rescue boat
Medical station
217. MAYDAY MIPDANIO
218. IMPORTANT
CHANNELS
219. NAVTEX 518KHZ, RANGE 100 TO 300 NAUTICAL MILES

ABCDL
CHECK ALRS VOL 5 FOR NAVTEX BROADCASTS AND
SET UP ACCORDINGLY.
220. Mayday Relay Mayday Relay, Mayday Relay, Mayday Relay

This is.................(repeat name of vessel making the
transmission 3 times)
Mayday............... (name of vessel in distress)
MMSI..........................(of vessel in distress) In Posi-
tion................................................... (if known - Iat & long
or true bearing and distance from a charted feature)
.............................................. (nature of distress) .........
persons on board (if known)
Other VITAL information Time (optional - time received or
sighted)
Over
221.
87 / 142
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SAC 38 is used SAC 38 is used when the condition of an injured or
when sick person on board a ship justifies medical assistance
(evacuation to shore or services of a doctor on board).
This code allows the call to be routed to the associated
RCC.
222. Advantages of UV resistant

natural fibre Has grip
cordage. Will stretch before breaking - gives warning
Minimum of stretch compared to synthetic cordage
More resistant to heat friction damage than synthetic fibre
ropes
Some types of natural fibre cordage float.
223. Pilot ladder em- Responsible Officer

barkation Lifebuoy with a self igniting light
well secured
good communications
throwing line with bucket
forward shining light
interaction
pilot exchange form sent before
pilot card
write pilot name in official log book
show wheelhouse poster
224. Pilot e
225. What's a Special Annex 1:Prevention of pollution by oil & oily water
Areas Annex II:Control of pollution by noxious liquid substances
in bulk
Annex V:Pollution by garbage from ships
Mediterranean Sea Baltic SeaBlack Sea Antarctic area
'Gulfs` area North West European Waters Southern
South African Waters Antarctic area
Mediterranean Sea
Baltic Sea
'Gulfs' area
North Sea
Antarctic area (south of latitude 60 degrees south)
88 / 142
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Wider Caribbean region including the Gulf of Mexico and
the Caribbean Sea
Baltic Sea (SOx) North Sea (SOx)
North American ECA (SOx and PM)
United States Caribbean Sea ECA (SOx and PM)
Annex VI:Prevention of air pollution by ships (Emission
Control Areas)
Particularly Sensitive Areas (examples, not a complete
list)
The Great Barrier Reef, Australia (designated a PSSA
in 1990)Western European Waters (2004)The Baltic
Sea area, Denmark, Estonia, Finland, Germany, Latvia,
Lithuania, Poland and Sweden Tubbataha Reefs Natural
Park, the Sulu Sea, Philippines
226. What can you

throw over the
side Annex 5
227. SOPEP manual Mandatary Requirements

Notification of the nearest coastal area in the event of an
actual discharge or probable discharge
Plan contains clear guidance for the Master to determine
when a report is required, for example:
Actual Discharge
As a result of damage to the ship or equipment
for the safety of ship or for saving lives at sea
discharge during operations.
Probable Discharge - Factors to Consider
Nature of damage, failure or breakdown of ship, machin-
ery or equipment ship location and proximity to naviga-
tional hazardsweather, tide, current and sea statetraffic
density.
List of persons to be contacted
24-hour contact informationalternates to the designated
contact routinely updatedpreferred means of communica-
89 / 142
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tion stated.
Coastal State contacts
List of agencies or officials of administrations responsible
for receiving and processing reports.
Port contacts
Local agenciesinformation on regularly visited ports.
Ship interest contacts
Contact list of all parties to be advised in the event of an
incident
ship's plan and company shoreside plan are co-ordinated
to ensure everyone is advised and to avoid duplication.
Operational spillspipe leakagetank overflowhull leakage-
spills resulting from a casualty.
Steps to control discharge
Action to take and responsibilities in the event of:
This will be in the form of checklists and personnel duty
assignments.
Priority actions
Ensure the safety of personnel and ship and take action
to prevent escalation of the incident by taking
the following measures:
Alter course to move upstream of an oil slick
shut down non-essential air intakes
eliminate all sources of ignition
prevent flammable vapours entering accommodation and
engine room
obtain damage reports
decide the action to take
consider stability and stress
plan for lightening operations if necessary.
228. Garbage Man- Procedures for collecting garbage

agement Plan Suitable receptacles for collection and separation of
garbage are identified the location of the receptacles as
well as collection and separation stations are identified
the process of how garbage is transported from the
source of generation to the collection and separation
stations is identified
onboard training and education programme to facilitate
90 / 142
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garbage sorting of reusable or recyclable material is iden-
tified.
Procedures for processing garbage
Personnel responsible for the operation of the processing
equipment identified the processing devices and their
capabilities are identified the location of the processing
devices and their capabilities the categories of garbage
that are to be processed are identified
the standard operating procedures for the operation and
maintenance of the equipment used to manage garbage.
Procedures for storing garbage or reusable or recyclable
material
Describe the condition of how the garbage will be stored
designated processing or storage locations clean and
disinfect storage areas be aware that food wastes and
other garbage may carry diseases or pests.
Procedures for discharging garbage
`Under certain conditions discharge into the sea of food
wastes, animal carcasses, cleaning agents and additives
contained in hold wash water, deck and external surface
wash water and cargo residues which are not considered
to be harmful to the marine environment is permitted'
(Regulation 3 - MARPOL Annex V)
5. Procedure for discharge to a port reception facility
Make arrangements well in advance
type of garbage to be discharge, whether it is separated
and the estimated amounts
maintain records.
229. Garbage Record This should be completed by every officer in charge of

Book and Plac- one of the following: • Discharge of garbage into the sea
ards delivery of garbage to port waste reception facilities =
every incineration operation.
The information recorded should include: • Position of the
ship
date and time of operation• estimate of the amount and a
description of the type of garbage.
Each page of the Garbage Record Book should be signed
by the Master and completed books should be retained
91 / 142
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for two years.
58.2 Garbage Placards
These are to notify the crew and any passengers of the
prohibitions of the disposal of garbage into the sea.
230. Anti-pollution Roll of plastic bags

equipment 3 x sorbent pads
6 x spill kit gloves•
6 x 'one use' protective suits
6 x pairs of safety boots
25 litres - water based cleaning chemical
1 x jet spray- 5 litres -
natural hand cleaner
2 x oil spill kit bags
1 x sorbent rolls
sorbent boom
safety goggles.
231. Which boats

must comply
with the ISM
code
232. What is ISM? Herald of Free Enterprise - Car ferry with front door open
- 193 dead
A safety culture for personal both ashore and afloat, work-
ing within the perimeter of the marine industry, to provide
safer ships and cleaner seas."
233. What are the ob- The objectives of the Code are to ensure safety at sea,
jectives of the prevention of human injury or loss of life, and avoidance
Code of damage to the environment, in particular, to the marine
environment, and to property.
234. What is a safe- Managing ships safely

ty management management policy must show -
policy. Compliance with mandatory rules and regulations
Those applicable codes, guidelines and standards rec-
ommended by the organization, administrations, classifi-
cation societies and maritime industry
92 / 142
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organizations are taken into account
The ship must be well found, seaworthy and have
up-to-date certification
The ship must be well manned and there must be the
appropriate number of crew on board with certificates of
competency
There must be procedures on board to deal with potential
emergency shipboard situations and programs for drills
and exercises to prepare for such situations
The company must appoint a master who is 'properly
qualified for command' and support the master in that role
The company must designate a person who has direct
access to 'the highest level of management'. The job of
the DPA should include 'monitoring the safety and pol-
lution-prevention aspects of the operation of each ship
and to ensure that adequate resources and shore-based
support are applied'. So, the designated person oversees
the master as well as supporting him.
235. What is a Safe- The safety management system is a structured and doc-
ty Management umented system under the International Safety Manage-
System (SMS): ment (ISM) code which enables shipping companies and
its ship's crew to effectively implement all safety policies
regarding ship, crew, and environment while at sea. Com-
panies should carry out internal audits at least once per
year to verify whethershore-based and shipboard activ-
ities comply with the SMS. These internal verifications
should be prepared and conducted in accordance with
procedures established by the Company.
The procedures should at least consider the following
elements:
Responsibilities
Competence and selection of auditors
Audit scheduling
Preparing and planning the audit
Executing the audit
Audit report
236.
93 / 142
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What is a Docu- Document of compliance is a certificate issued to a ship-
ment of Compli- ping company which complies with all the requirements
ance of the ISM code. Subject to annual verification, valid max
5 years.
Document of compliance is one of the most important
documents of the ship which are often checked during
port state control survey.
237. What is a Safe- Safety management certificate (SMC) is a document

ty Management provided to a ship signifying that the company and its
Certificate (SMC) ship personnel operate in accordance with the safety
management system (SMS). Valid 5 years, subject to 1
intermediate verification by the administration (should be
between year 2 and 3). SMC should be produced by the
ship whenever asked by a PSC.
Objective Evidence - Objective evidence is any form of
information, records, or statements of facts which indi-
cates implementation of safe management system by the
shipping company and its ships. The objective evidence is
based on observations, measurements, or tests that are
made during an audit and which can be verified.
238. What is a Non When objective evidence indicates non-fulfilment of a

Conformity and specific requirement stated by the safety management
Major Non-Con- system, a situation of non-conformity is considered to
formity: have occurred.
A major non-conformity is an extremely serious situation
which poses serious threat to the safety of personnel,
ship, or the environment. It indicates a major lapse in
effective and systematic implementation of the ISM code.
Major non-conformity would require immediate corrective
action to be taken by the ship's management.
239. What is a Safe- is of utmost importance to the Company. The safety of

ty and Environ- passengers and staff on board shall have priority before
mental Protec- all considerations of commercial expediency. The Com-
tion policy pany considers it its duty to exercise due care and to take
adequate measures so as to prevent the occurrence of
94 / 142
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any pollution from vessels and/or to reduce the effects of
any pollution in order to protect the environment.
240. What or who is The MCA considers the designated person's role to be
the DPA highly important and expects companies to regard it in
the same light and to consequently provide the necessary
responsibility, authority and resources. The regulations do
not state who it should be or what qualifications they must
have, but they should be well experienced in the operation
of ships both at sea and in port. It is essential that the
person must have direct access to the highest level of
management in the company.
241. Where does it Every ship should carry shipboard instructions, which
state that the should contain the following statement:
Captain has "Nothing in these instructions removes from the Master
overriding au- his authority to take any steps and issue any orders,
thority whether or not they are in accordance with the
instructions, which he considers are necessary for the
preservation of life, the safety of the ship or the prevention
of pollution."
242. Port State Con- This ensures that as many ships as possible are inspect-
trol (PSC) versus ed but at the same time prevents ships being delayed by
Flag State unnecessary inspections. The primary responsibility for
ships' standards rests with the flag state - but port state
control provides a "safety net" to catch substandard ships.
Flag State Control is responsible for ensuring that British
vessels are inspected in accordance with both UK regula-
tions and the appropriate international memoranda, con-
ventions and protocols the UK has ratified and adopted.
Port State Control (PSC) is the inspection of foreign ships
in national ports to verify that the condition of the ship
and its equipment comply with the requirements of in-
ternational regulations and that the ship is manned and
operated in compliance with
these rules.
243. Bank effect Bank effect refers to the tendency of the ship's stern to
swing towards the near bank when the ship is operating
95 / 142
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in a river or restricted waterway.
Till now we have considered the keel's proximity to the
river or channel bed. Now we will consider the hull's
proximity to the bank. Let's refer to the figure 3.
Figure 3
We see the ship is close to the stern on the Starboard
side. While the port side is wide open. When the ship
plies with considerable speed parallel to the bank, water
flow rushing below from the vicinity of the starboard bow
towards the stern gets bottled at the constricted space at
the stern. But to satisfy the Continuity Equation, its speed
increases below the Starboard Quarter. This increase of
the speed of the passing water decreases the pressure
at the Zs zone than the Zp zone on the Port Quarter.
Consequently water pressure at the port quarter will push
the stern more towards the bank making the bow swing
towards the center of the channel. This effect of stern
moving towards the bank is called the Bank Effect.
244. Interaction ship Vessels Approaching Head On

to ship 1. The positive pressure at the bow of each vessel causes
the bows to be repelled.
2. When abeam, the low pressure areas along the side of
each vessel creates a suction effect - and if the vessels
are passing too close, a collision can occur.
3. When the bow of each vessel is at the stern of the other,
the vessels will sheer towards each other and the positive
pressure at the bow will cause the sterns pushed away.
4. As the vessels move clear of each other, the low pres-
sure areas along the sides of each vessel will draw their
sterns together and help each vessel to regain its original
track.
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245. Interaction Ves- Vessels Overtaking

sels overtaking 1. Due to the positive pressure at the bow of the overtak-
ing vessel the vessel being overtaken may take a sheer
across the bow of the overtaking vessel.
2. As the overtaking vessel proceeds the length of time
the two vessels will be subject to the low pressure areas
along the sides of the vessel will be greater. Both vessels
should be aware that the potential for both sterns being
sucked towards each other is greater than when vessels
are approaching head or
3. When the bows are abeam of each other the positive
pressure at the bow of each vessel causes the bows to
be repelled,
4. As the overtaking vessel draws clear its rudder may be
effected by the positive pressure at the bow of the vessel
being overtaken causing it to sheer across the bow of the
vessel being overtaken.
246. Define "vessel any vessel fishing with nets, lines, trawls or other fishing
engaged in fish- apparatus which restrict manoeuvrability, but does not
ing" include a vessel fishing with trolling lines or other fishing
apparatus which do not restrict manoeuvrability.
247. "vessel not un- a v/l which through some exceptional circumstance is
der command" unable to manoeuvre as required by these Rules and is
therefore unable to keep out of the way of another vessel.
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248. "vessels restrict- 1. laying, servicing or picking up a navigation mark, sub-
ed in their abili- marine cable or pipeline;
ty to manoeuvre" 2. dredging, surveying or underwater operations;
shall include but 3. engaged in replenishment or transferring persons, pro-
not be limited to: visions or cargo while underway;
4. in the launching or recovery of aircraft;
5. a vessel engaged in mine clearance operations;
249. Define "vessel a power-driven vessel which, because of her draught in

constrained by relation to the available depth and width of navigable
her draught" water, is severely restricted in her ability to deviate from
the course she is following.
250. Define "restrict- any condition in which visibility is restricted

ed visibility" by fog, mist, falling snow, heavy rainstorms, sandstorms
or any other similar causes.
251. Define Look-out a proper look-out by sight and hearing as well

by all available means appropriate
in the prevailing circumstances and conditions
so as to make a full appraisal of the situation and of the
risk of collision.
252. Define Risk of if the compass bearing of an approaching vessel does not
collision (rule 7) appreciably change
may sometimes exist even when an appreciable bearing
change is evident, particularly when approaching a very
large vessel or a tow or when approaching a vessel at
close range
253. Action To Avoid ANY - ACTION (AMPLE TIME)

Collision (Rule 8) ARSE - ALTERATION (APPARENT)
CAN - COURSE
EAT - EFFECTIVENESS ( MONITOR)
SHIT - SPEED
254. Define Not Im- TAKE EARLY ACTION TO ALLOW SUFFICIENT SEA
pede ROOM FOR THE SAFE PASSAGE OF ANOTHER VES-
SEL
(F V/Ls, V/Ls under 20M, SAIL V/ls)
98 / 142
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255. Narrow channels outer STRB Side of channel

(rule 9) Learn Sail or less than 20M shall not impede
Fully FVL shall not impede
IF crossing do not impede other v/ls in channel
Overtaking - 2 long one short (morse G) - v/l being over-
taken if happy will sound morse C - one long one short
one long one short. (INTERACTION) - Doubt - 5 short
rapid blasts. Rule 13 Obligations still apply-
Round a bend - one long blast (morse T)
NO Anchoring
256. TSS (rule 10) ADOPTED IMO TSS - Sailing directions or Red spine/An-
Learn Fully nual summary notice to Marinerers - Part 1 (section
17) 2015 moved to Mariners Handbook which suggests
Ship's Routing, now in IMO ship routing book
LOWEST OF THE LOW RULE!
WHEN USING TSS - DIRECTION - CLEAR OF SEPARA-
TION ZONE - JOIN/LEAVE BEGINNING/END OF LANE
& IF JOINING AT THE SIDE SMALL ANGLE -
AVOID CROSSING BUT IF NECESSARY AT 90 DE-
GREES - CAN USE INSHORE IF IN DANGER OR EN-
TERING PORT - PARTICULAR CAUTION AT TERMINA-
TION ZONES. - NO ANCHORING - FISHING V/LS NOT
TO IMPEDE - S & V/Ls UNDER 20M & NOT TO IMPEDE
- RAM EXEMPT, MAINTENACE AND LAYING CABLE
257. MGN 364 DOVER STRAIGHTS TSS READ
258. Rule 11 Applica- IN SIGHT OF ONE ANOTHER

tion
259. RULE 12 SAILING V/Ls

HEAD ON - WIND ON PORT SIDE KEEPS OUT OF THE
WAY
BOTH HAVE WIND ON SAME SIDE - SV CLOSER TO
WIND MUST KEEP CLEAR
IF UNSURE KEEP OUT OF THE WAY
260.
99 / 142
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Define Head-on A head-on situation shall be deemed to exist when a
situation vessel sees the other ahead or nearly ahead and by night
she could see the masthead lights of the other in a line
or nearly in a line and/or both sidelights and by day she
observes the corresponding aspect of the other vessel.
261. Define Crossing

situation
262. Rule 13 overtaking

NOTHWITHSTANDING - MOST POWERFUL
OVERTAKING DEFINITION - WHEN COMING UP WITH
ANOTHER VESSEL FROM A DIRECTION MORE THAN
22.5 DEGREES ABAFT HER BEAM, ONLY HER STERN
LIGHT, NO SIDELIGHTS
STERN LIGHT - UNBROKEN ARC 135 DEGREES
BEST TO OVERTAKE ON STRB SIDE ( TO LEAVE STRB
SIDE OPEN)
WHEN IN DOUBT - ASSUME OVERTAKING
ONCE OVERTAKING ALWAYS OVERTAKING, CANNOT
TURN INTO CROSSING
263. RULE 14 HEAD ON SITUATION

PDV ONLY
DEFINITION - VLs NEARLY AHEAD, MASTHEAD
LIGHTS BY NIGHT OR BOTH SIDELIGHTS
BY DAY CORRESPONDING ASPECT
WHEN IN DOUBT, ASSUME SITUATION EXISTS
264. RULE 16 Action by Give-way Vessel

SHALL KEEP OUT OF THE WAY
EARLY AND SUBSTANIAL ACTION TO KEEP WELL
CLEAR
DO NOT INPEDE - TAKE EARLY ACTION TO ALLOW
SUFFICIENT SEA ROOM FOR SAFE PASSAGE
265. RULE 17 Action by stand on vessel

KEEP HER COURSE AND SPEED
IF PDV GIVE WAY TAKES NO APPROPRIATE ACTION
VL MAY TAKE ACTION
100 / 142
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DO NOT ALTER TO PORT FOR A PDV ON PORT SIDE
RULE DOES NOT RELEIVE GIVE WAY VL OF OBLIGA-
TION
266. RULE 18 Responsibilities between vessels
267. KEEP OUT OF TAKE REGULAR SERIES OF COMPASS BEARINGS

THE WAY (GIVE IF BEARING REMAINS CONSTANT OR NO SIGNIFI-
WAY SCRIPT) CANT CHANGE - COLLISION EXISTS
POINT AT STAND ON VL - SHALL MAINTAIN COURSE
AND SPEED
POINT AT GIVE WAY VL - SOUND 1 SEC SHORT
BLAST, MAKE A BOLD ALTERATION OF 40/60 DEG.,
MONITOR SITUATIONS
268. STAND ON VES- TAKE REGULAR SERIES OF COMPASS BEARINGS

SEL SCRIPT IF BEARING REMAINS CONSTANT OR NO SIGNIFI-
CANT CHANGE - COLLISION EXISTS
I AM THE STAND ON VL - I SHALL MAINTAIN MY
COURSE AND SPEED
I MAY TAKE ACTION TO AVOID COLLISION AS SOON
AS IT BECOMES APPARENT
IF SO SOUND 5 SHORT RAPID BLASTS, INFORM THE
MASTER AND ENGAGE HAND STEERING (NOT TO
PORT FOR A PDV AT THIS STAGE)
I SHALL TAKE ACTION TO AVOID COLLISION AND
CAN GO TO BOTH PORT AND STB IF CLOSE AND
CLEAR ENOUGH. SOUND 5 SHORT BLASTS
269. SHALL NOT IM- TAKE REGULAR SERIES OF COMPASS BEARINGS OF

PEDE SCRIPT TARGET
IF BEARINGS REMAIN CONSTANT OR DO NOT AP-
PRECIABLE CHANGE, RISK EXISTS
101 / 142
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POINT AT V/L NOT TO BE IMPEDED
POINT AT V/L THAT SHALL NOT IMPEDE
IF IN CLOSE QUARTERS, SOUND 5 RAPID BLASTS
AND IF NO RESPONSE RULES APPLY
270. when to call the I INTERUDED

master illness
inability to follow plan
navigational danger
traffic
restricted vis
unexpected navigational event
doubt
equipment failure
distress
271. Radar Errors Blind Bears usually head into Montreal in summer
Blind and shadow sectors
Bearing/range discrimination
user input
heading marker alignment
Indirect echoes
multiple echoes
interference
side lobes
272. ECDIS 5 Manda- Chart - Crossing safety contour

tory Alarms alarms - Approach critical point
during - deviate from route
general - geodetic datum difference
procedures - position input failures
273. SOLAS chapter 5 PRAM

- safety of navi- Passage planning
gation Report Dangers
Assist when required
Mandatory reporting
274. Marpol Annexes Oh No here she goes again

Only - oil
102 / 142
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naughty - noxious liquid -
hippos - harmful substances
should - sewage
gobble - garbage
aligators - air
275. Define a special

Area
276. Contents of a
SOPEP plan
277. Marpol Annexes OIL

Applies to all ships, Can pump out oil only for emergen-
cies, over 400gt IOPPC ertificate, Record Book, Pollution
Emergency Plan, can only discharge after filtering, en
route, 15parts per million. Med sulphur content 0.1%
SEWAGE
GARBAGE
AIR
278. Sight a vessel

CBD Script
279. DO NOT IM- SERIES OF COMPASS BEARINGS

PEDE (NARROW IF BEARING READINGS DO NOT CHANGE SIGNIFI-
CHANNEL OR CANTLY - RISK OF COLLISION EXISTS
TSS) SCRIPT POINT AT NOT TO BE IMPEDED - CONTINUE WITH
CAUTION AND MONITOR SITUATION
POINT AT SHALL NOT IMPEDE - TAKE EARLY ACTION
AND ALLOW SUFFICIENT SEA ROOM FOR THE OTH-
ER VL
IF A CLOSE QUARTERS SITUATION TAKES PLACE -
SOUND 5 SHORT RAPID BLASTS, HAND STEERING,
CALL THE MASTER - APPLY RULES
280. Plan and Con-

duct a Passage
Including Posi-
103 / 142
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tion Determina-
tion
281. MGN 285 (M+F) Electronic Charts The Use of Risk Assessment Method-
ology When Operating ECDIS in the Raster Chart Display
System (RCDs) Mode
282. MGN 299 (M+F) Interference with Safe Navigation through Inappropriate
use of Mobile Phones
283. MGN 315 (M) Keeping a Safe Navigational Watch on Merchant Vessels
284. MGN 324 (M+F) Radio: Operational Guidance on the Use Of VHFRadio
and Automatic Identification Systems (AIS) at Sea.
285. MGN 332 (M+F) The Merchant Shipping and Fishing Vessel (Lifting Oper-
ations and Lifting Equipment) Regulations 2006
286. MGN 343 (M+F) Hydrostatic Release Units (HRU) - Stowage and Float
Free Arrangements for Inflatable Liferafts
287. MGN 379 Navigation: Use of Electronic Navigation Aids
288. MGN 499 (M+F) Life Saving Appliances: Inflatable Liferafts, Marine Evacu-
ation Systems, Inflatable Lifejackets and Hydrostatic Re-
lease Units ¬ Servicing Requirements.
289. MGN 364 (M+F) Navigation: Traffic Separation Schemes - Application of

Rule 10 and Navigation in the Dover Strait
290. MGN 369 (M+F) Navigation: Navigation In Restricted Visibility
291. MGN 379 (M+F) Navigation: Use of Electronic Navigation Aids
292. MGN 410 (M+F) The Merchant Shipping and Fishing Vessels (Health and
Safety at Work) (Work at Height) Regulations 2010
293. MGN 422 (M) Use Use of Equipment to Undertake Work Over the Side on
of Equipment to Yachts and Other Vessels
Undertake Work
104 / 142
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Over the Side on
Yachts and Other
Vessels
294. MGN 423 (M) En- Entry Into Dangerous Spaces

try Into Danger-
ous Spaces
295. MGN 441 (M+F) Changes to MCA s 2002 SOLAS V Publication, arising
out of amendments to SOLAS Chapter V (LRIT)
296. MGN 477 Seafar- Seafarer Agreements

er Agreements
297. MSN 1851 (M) The Large Commercial Yacht Code (LY3)
298. MSN 1849 (M) Maritime Labour Convention, 2006 - On-Board Com-
plaints Procedure
299. 'Masthead' Light white light, placed over for and aft centerline, unbroken
arc of the horizon of 225°, from right to 22.5° abaft the
beam on either side
300. 'Sidelights' Green light on Stbd side, Red light on the port side, each
means showing an unbroken light of 112.5 deg, from right ahead
to 22.5 deg abaft the beam
301. a 'Sternlight' white light 135 deg arc of unbroken light fixed from 22.5
means deg abaft each beam on the aft
105 / 142
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302. a 'Towing light' yellow light 135 deg arc of unbroken light fixed from 22.5
means deg abaft each beam on the aft
303. a 'All-round light' 360 degrees unbroken light

means
304. a 'Flashing light' 120 flashes or more

means
305. What is the Masthead light- 6 miles

range of Naviga- Sidelight-3 miles
tion lights in a Sternlight-3 miles
vessel of 50 me- Towing light-3 miles
ters or more in A white, red, green or yellow all-round light-3 miles
length?
106 / 142
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306. What is the Masthead light, 5 miles; except that where the length of
range of Naviga- the vessel is less than 20 meters, 3 miles
tion lights in a Sidelight- 2 miles
vessel of 12 me- Sternlight-2 miles;
ters or more in Towing light-2 miles;
length but less White, red, green or yellow all-round light-2 miles
than 50 meters in
length?
307. What is the Masthead light- 2 miles

range of Navi- Sidelight- 1 mile
gation lights in A sternlight- 2 miles
a vessel of less Towing light-2 miles
than 12 meters in White, red, green or yellow all-round light- 2 miles
length?
308. What is the White all-round light- 3 miles.

range of Navi-
gation lights of
an inconspicu-
ous, partly sub-
107 / 142
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merged vessel
or object being
towed?
309. Fog Signal - PDV one long
310. Fog signal - two long

PDV underway
but stopped
311. Fog Signal - one long two short

Any vessel ex-
cept PDV
312. Fog signal - one long three short

towed manned
vessel in re-
sponse
313. Fog signal - An- one short one long one short
chored warning
108 / 142
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314. Fog signal - Pilot FOUR SHORT
vessel
315. Fog signal - bell rapidly for about five seconds at intervals of no more
Anchored below than one minute
100M
316. Fog signal - bell signal and if required the (at anchor) gong signal
aground prescribed ... in addition, give three separate and distinct
strokes on the bell immediately before and after the rapid
ringing of the bell.
317. Fog signal - bell Anchored above 100M

rapidly for about
five seconds at
intervals of no
more than one
minute
318. Objective of Pas- Voyage planning is carried out to support the bridge team
sage planning and determine the safest and most economical passage
between two ports from berth to berth. A careful risk
assessment of hazards and waypoint selection ensures
that the vessel can be navigated safely.
The passage plan shall be prepared normally by the

Second Officer, signed for approval by master and for
understanding by all officers, before departure. Based on
this Guide, the Master shall collect necessary information
and review the Plan including Emergency Contingency
109 / 142
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Plans.
Voyage planning is a systematic process designed to

ensure you consider all eventualities that your ship may
encounter when at sea. It should take your ship from berth
to berth. There are four distinct stages:
1. Appraisal. 2. Planning. 3. Execution. 4. Monitoring.
319. Passage Plan- Refer to B5 checklist in BPG

ning - Appraisal gathering all information
Sources - Overview/Coastal/Ocean/Emergency
APPRAISAL
OVERVIEW (MICRON PP)
MSN/MGN/MINs - INSTRUCTIONS, CHARTERER'S &
MASTER - CHART/PUBLICATION - RELEVANT - UP-
DATED - MARINER'S ROUTING GUIDE - OPERATING
INST. FOR NAV AIDS - NOTICES TO MARINERS -
PREVIOUS PASSAGE PLANS - PUBLICATIONS ship's
routing guides/mariner's handbook SOLAS chapter 5 and
from annual summary of notices to mariners moved to
Mariners handbook 2009
COASTAL
Admiralty sailing directions, list of lights, tide tables, Tidal
atlases Guide to port entry Trusted sources on internet
OCEAN
Nav. Tables - Ocean passages for the world, Nautical
Almanac
EMERGENCY -
IAMSAR Vol III - Ship Contingency plans SMS - Inter-
national Code of Signals - Annual Summary Notices to
Mariners
320. ALRS VOLUMES CAN RANDY MAIDENS MAKE GOOD PARTNERS?
321. Required Publi- MANTIS CALM AIMS

cations
MARINERS Handbook - GREY
ALRS Volumes - LIGHT BLUE
NOTICE to mariners
110 / 142
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TIDE Tables - YELLOW
IAMSAR VOL 3
SAILING Directions
COSWOP
ANNUAL summary Notice to Mariners - RED
LIGHTS List of - GREEN
MSNs
ALMANAC
INSTRUCTIONS for all NAV Aids
MEDICAL Ship's Captain
SIGNALS International Code
322. Planning/How do construction of the entire route (from berth to berth),

we plan on the supporting information
chart routine and non-routine (emergency) activities
result presented
1. A visual representation of the voyage
courses to steer and highlight proximity of navigational
hazards. Information to assist in the safe navigation of the
ship, such as parallel index lines, transits, sector lights,
wheel over position may be highlighted. Voyage milestone
information such as waypoints, reporting points, call to
action points for the crew may also be included, providing
a visual overview of all voyage activities.
2. A summary of the passage plan in written form
a table showing each waypoint, the course to steer
and any significant voyage milestones that the navigator
should be aware of. It should give an overview of the
voyage and allow the navigator to calculate estimated
times of arrival (ETAs).
3. A navigational workbook
Certain areas within the voyage plan may be critical areas
of navigation, such as entering and leaving port. The
navigational workbook gives a more detailed narrative
that may include information from coastal navigation pub-
lications identified in the appraisal stage. The workbook
provides the bridge management team with a ship spe-
111 / 142
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cific reference source of navigational information that will
allow them to make safety critical decisions and ensure
the ship remains on its planned track.
4. A pilotage plan
This is part of the overall passage plan and is necessary
when the ship is navigating in mandatory or non- manda-
tory pilotage waters either with or without a local Pilot as
part of the bridge team. Its purpose is to identify local
requirements and assist with navigation when in close
proximity to navigational hazards.
1.3 Charted Information
The information written on a paper chart or overlayed on
an Electronic Navigational Chart (ENC) chart provides
the navigator with a visual overview of the passage and
actions to take to ensure the safe navigation of the ship.
When plotting information on a paper chart or display-
ing information on the ENC, the following considerations
should bebtaken into account:
Tracks should be laid on the chart from berth to berth
indicating the pre-determined margins of error (i.e. cross
track error or XTE). Danger areas are highlighted on the
chart, as are features which may be useful to navigation. /
In the event of an emergency, contingency plans are also
considered. The plan is approved by the Master prior to
sailing and must be kept on board the ship for 12 months.
Information Plotted on a Paper Chart or Displayed on
ENCS / No-go areas are marked on chart Minimum
safe passing distance from landmarks and hazards are
marked on chart on ECDIS, the safety contour alarm is
updated and initialised to alert the navigator to a change
in charted depth. This may indicate an approach to a
potential danger or hazard.
Navigational hazards identified and highlighted check
along the charted track to ensure the course line has not
been drawn over a shallow sounding.
`Safe Water' identified. draught, UKC, squat and height of
the tide, 'Safety Depth' alarm on an ECDIS / Waypoints
identified plan milestones / action for the navigator, an
alteration of course / Planned track drawn on chart/ECDIS
112 / 142
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- true course to steer and the leg distance. / Cross track
distance (XTD) marked on chart/ECDIS / Turn radius for
each course alteration arc
Wheel over position for each course alteration
wheelhouse poster / Position fixing features identified
lighthouses, headlands and sector lights. / Clearing bear-
ings and transits identified / Parallel index lines - useful
visual aid / Routeing and reporting requirements e.g.
external communications, TSS requirements or internal
communications and notice to engine room/crew. / De-
cision points for critical manoeuvres 'points of no return'
e.g. the entrance into a harbour or fairway, committed to
a course of action and is unable to safely turn and abort
the approach (also known as 'abort points'). / Contingency
plans - alternative actions, anchorages or safe areas
highlighted
323. Setting Under When determining Under Keel Clearance, consider these
Keel Clearance points:
(UKC) Squat of the ship due to shallow water effect and the
necessity to reduce speed to decrease its effect
The vessels Heeling (due to wind or turning) and pitching
movement
Reliability of charted depth data
Predicted tidal levels including if any expected negative
surge
Areas of mobile bottom (silting/sand-waves)
Any change in water density in passage (and its effect on
draft)
Accuracy of actual draft
Reduced depths over pipelines and other obstructions
324. Parallel indexing Parallel index techniques provide the means of continu-
ously monitoring a vessel's position in relation to a pre-de-
termined passage plan. Parallel indexing should be prac-
ticed in clear weather during straightforward passages,
so that watch-keepers remain thoroughly familiar with the
technique and confident in its use in more demanding
113 / 142
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situations (in confined waters, restricted visibility or at
night).
325. Position fixing as a maximum, should be such that the ship is kept
free from danger between fixes and if a deviation occurs,
avoiding action can be taken to guarantee the safety of
the ship.
It depends on the proximity to nav hazards, speed, weath-

er, Manoeuvrability, depth of water, traffic, visibility
326. Execution finalised passage plan,

time of departure and ETA
Factors which should be taken into account when exe-
cuting the plan, or deciding on any departure therefrom
include:
The reliability and condition of the vessel's nav equip-
ment;
ETA at critical points for tide heights and flow;
Meteorological conditions, (particularly in areas known to
be affected by frequent periods of low visibility) as well as
weather routeing information;
Daytime versus night-time passing of danger points, and
any effect this may have on position fixing accuracy; and
Traffic conditions, especially at navigational focal points.
327. Monitoring The plan should be available at all times on the bridge to
allow officers of the navigational watch immediate access
and reference to the details of the plan.
The progress of the vessel in accordance with the voyage
and passage plan should be closely and continuously
monitored. Any changes made to the plan should be
made consistent with these guidelines and clearly marked
and recorded.
328. Mercator Chart All rhumb lines are represented by a straight line. A line
Projection which cuts all the meridians at the same angle.
As you move further north or south they become more
distorted.
114 / 142
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When measuring you need to use same latitudes
Great cirlcles on mercator would appear as arc.
329. Transverse mer- Large scale charts

cator Hi detail - Zoomed in - Harbour plans
Mercator turned 90 deg
Become distorted as one moved east or west
distance measured on side as normal
330. Gnomic used for ocean navigating

parallels of longitude converge at the poles
great circles ar straight lines
cannot be used as a navigational chart, just for planning
331. Great circle ex- On any sphere, the shortest distance between any 2
planation points is the circumference of the circle which joins them
and whose centre is at the centre of the sphere
used
Procedure - Plot departure and destination on a gnomic
chart, a straight line, Transfer lat/longs to a mercator by
plotting a series of intersections/waypoints which would
result in a succession of rhumb lines (every 15 deg would
be a good idea/every hour)
332. Composite track two great circle routes, start at place of departuere up to
the limiting latitude. second great circle would have its up
bit on the same parallel but pass through the destination.
333.
115 / 142
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How to correct Look up chart number in the cumulative list (JAN-JUN
charts every six months) - UKHO website download free
Check latest edition and compare (you have to have the
most recent)
Check notices to Mariners updated
Look into every weekly notice to mariner subsequent to
the latest six monthly cumulative list.
ensure all corrections have been applied and bottom left
corner is all updated
update chart correction book
334. Notices to 8 sections -

Mariners Explanatory notes - Publications list
Notices to Mariners
Navigational warnings
Sailing Directions
List of lights and Fog Signals
List of Radio Signals
Updates to Nautical Publications
Updates to Admiralty Digital Products and Services
335. T & P s Annual summary of Notices to Mariners - PART 1

RED SPINE
Available free on internet
Temporary Notices to Mariners - Like a wreck Mark (flash-
es blue and yellow 1 sec/0.5 sec alterating - yellow cross
topmark - 4 nautical miles nominal range - racon morse
D) (Racon morse A - safe water mark)
TRICOLOR 2002 collided with Kariba, two days later
German Nicola hit the wreck, then in 2003 Turkish tanker
Vicky carriying 77K Tons gas oil, Dover Straits.
Preliminary notice - Like a building of a breakwater before
they finish building it.
336. How to correct Obtain Annual Notices to Mariners Part 2 - NP247 (RED
publications SPINE)
Ensure there are no further updates in the weekly up-
dates.
337. Datum
116 / 142
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WGS84 - GPS Datum
Chart datum (Lowest astronomical tide - LAT)
underlined figures are drying heights above chart datum
all other height are above mean high water springs
MHWS
air draft - highest astronimical tide (HATS)
338. Isophase regular flashes

Light = Dark
339. occulting more light than dark
340. flashing more dark than light
341. How to explain v/l and speed through water (log distange or engine rev-
an DR olutions)
a rough approximation
indicated on a chart with a cross
342. TVMDC + W TRUE VIRGINS MAKE DULL COMPANY AT WEDDINGS

TRUE VARIATION MAGNETIC DEVIATION COMPASS
ADD WEST
343. Variation angle between the geographic (true) and the magnetic
meridians at any place on the earth
compass rose on charts
variation chart - isogenal chart
344. Deviation the disturbing force gives rise to an angular difference in

the direction of magnetic north and of Compass North
Induced soft (loses magetism fast) and permanent hard
(keeps) magnetism
345. How to explain

an EP
117 / 142
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A FIX (always has a time) allowing for leeway and tide
(one arrow for water track, two arrows COG, 3 arrows for
tide).
346. Course To Steer What we have to steer to get to a point taking into consid-
(CTS) eration tide and leeway.
347. How to explain a transferred position line

running fix take a bearing of the object and note the time and log
speed - position line
Convert this to True bearing using the compass error for
the ships head
run for a fixed amount of time take a second bearing of
the same object and plot this on the chart.
Using any start point on the first bearing line and lay of
your heading Including leeway for the time period mea-
sured. Then add in the tidal vector to find an EP. The final
stage is to transfer the first position line across to run
thorough the EP and extend it till it crosses the second
position line. The resultant position is a fix.
348. Lights from a Fl (3) WRG.15s21m15-11M

chart Class of light: group flashing repeating a group of three
flashes;
118 / 142
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Colours: white, red, green, exhibiting the different colours
in defined sectors;
Period: the time taken to exhibit one full sequence of 3
flashes and eclipses: 15
seconds;
Elevation of light: 21 meters;
Nominal range(s): white 15 M, green 11 M, red between
15 and 11 M, where
"M" stands for nautical miles.
349. Explain tidal dia- Tidal diamonds are symbols on British admiralty charts
monds that indicate the direction and speed of tidal streams.
Somewhere on the chart, generally on land, will be a
Tidal Diamond table. This contains a grid of thirteen rows
and three columns for each Diamond. The rows are the
hours of the tidal cycle showing the 6 hours before high
water, high water itself and the 6 hours after high water.[1]
The columns show the bearing of the tidal stream and its
speed, in knots, at both spring tide and neap tide. The
times on the table are related to the high water of the
standard port displayed on the table.
An alternative to a tidal diamond is a tidal atlas which are
often more accurate and easier to use (if available).
350. Explain primary

ports use of AT-
LAS
351. Ways to find po- Three point fix / GPS / 3 radar ranges / radar range and
sition bearing / depth contours / HSA/ VSA / dipping heights/
running fix/ position line and range/
352.
119 / 142
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How to check an Lead line where the echo sounder is placed,
echo sounder depth below transducer, depth below keel, depth below
water line.
353. Dipping heights Find height from chart or Admiralty list of lights and fog
signals.
Calculate the height of our eye.
take bearing of object as its going hide below the horizon
Nories nautical tables
354. Explain a VSA Take a bearing of the object gives me a position line
find its height from the chart
take an observed angle VSA
Nories VSA table
Range of
Make allowance for Tide
Adjust for sextant index error
Adjust for height of eye
The sextant can be used to find the angle of elevation be-
tween the observer on a ship and a prominent landmark
such as a lighthouse.The distance off in miles of an object
can be calculated by knowing the elevation and by using
the formula:
Distance off in miles = (Height of object in metres/Angle
of elevation in minutes) x 1.85
355. Explain a HSA obtain angle to point A (sextant on its side)

deduct angle from 90 to obtain angle to point B
use the resulting figure to create an isoceles triangle
the top of the triangle is the middle of the circle that can
be drawn through both points.
356. Explain leeway The sideways drift caused by wind on the side of the
vessel is given in degrees, calculated by looking at the
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wake. If the wind is from the north, called a northerly and
the vessel is on a course of due East then the vessel
would be pushed south. If working out an EP or position,
then apply leeway to the course steered.
357. What Does it do? A sextant is just a tool to measure the angle between two
objects.
358. Adjustable Er- PSI Perpendicularly Error Side Error Index Error
rors Perpendicularity error is present if the index mirror is not
perpendicular to the plane of the sextant.
Side error is present if the horizon mirror is not perpen-
dicular to the plane of the sextant.
The index arm of the sextant must be parallel to the
horizon mirror when the index arm is set at zero. If not,
then index error is present.
359. Fixed Errors Graduation Error Collimation Error Centering Error Shade
Error Prismatic Error (if going to Liverpool)
A graduation error occurs when the graduations on the
arc, micrometer and/or the screw thread are not cut ac-
curately.
Collimation errors happen when the telescope is not par-
allel with the plane of the instrument.
A centering error will occur when the pivot of the Index
Bar is not at the center of the circle of which the arc forms
a part.
Optical errors (shade errors)An optical error is when the
shades are not optically flat. The big word term is pris-
matic error, due to lack of parallelism of the two faces of
an optical element, such as a mirror or a shade glass.
Liverpool likes the term "prismatic" errors!
360. index shades
361. horizon mirror
362. index mirror
363. frame
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364. telescope brack-

et
365. index arm
366. arc index
367. micrometer
mechanism
368. release catch
369. drum index
370. drum
371. thimble
372. arc
373. horizon shades
374. "vessel restrict- a vessel which from the nature of her work is restricted in
ed in her ability her ability to manoeuvre as required by these Rules and is
to manoeuvre" therefore unable to keep out of the way of another vessel.
nature of her work - USSR LTD.
UNDERWATER SERVICING SURVEYING REPLENISH-
MENT LAYING TRANSFERRING DREDGING
375. Define Safe can take proper and effective action to avoid collision and
speed be stopped within a distance appropriate to the
prevailing circumstances and conditions
VD makes little willies drip - visibility - traffic density -
manoeverability - backround lights - weather and nav
hazards - draught re depth
RADAR - CHARLIE CARR EATS PIE NO MORE - char-
acteristics (efficiency and limitations) constraints scale
in use effect sea state weather interference possibility
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floating objects not detected number targets more as-
sessment of visibility
376. RULE 15 CROSSING SITUATION

ONLY PDV, NO NUC OR SV (RULE 18 RESPONSIBILI-
TIES)
VL WHICH HAS OTHER VL ON STB KEEPS OUT OF
WAY
ANY SITUATION CAN ONLY BE EITHER OVERTAKING
/ HEAD ON OR CROSSING (NEVER IN DOUBT IF
CROSSING AS ONLY PDV)
377. MINs MINsMarine Information Notes

intended for a more limited audience or contain info which
will only be used for a short period of time. Green paper
378. MGNs Marine Guidance Notes

give significant advice relating to the improvement of the
safety of shipping and of life at sea and to prevent pollu-
tion. in accordance with the STCW CODE. Blue paper
379. MSNs Merchant Shipping Notices

convey mandatory information that must be complied with
under UK legislation. Statutory Instruments which contain
technical detail of such regulations. White paper.s
380. MSN 1858 MSN is a Merchant Shipping Notice. It describes the

syllabus required for this exam! There are three different
types of Marine Notices that publicize to the shipping and
fishing industries, important safety, pollution prevention
and other relevant information. We are doing Annex B -
"This notice describes the system for deck officer certifi-
cation for large commercial or private sailing and motor
vessels and sail training vessels. It provides details of the
certification system for deck officers."
381. What is the IMO? International Maritime Organisation

Body empowered by the UN to actively develop Maritime
safety regulation and protect the Maritime environment.
Based in London. 171 member states, 2 associate mem-
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bers. List of countries on the web. Manila . STCW 2010.
STCW code.
382. STCW CODE International Convention for Standards of Training, Certi-

& CONVENTION fication and Watchkeeping
(ch. 8 Bridge Pro- promote safety of life and property at sea and the protec-
cedures Guide) tion of the marine environment by establishing a common
IMO agreement of international standards.
IMO manila 2010 - updated training amendments - new
rest hours, new grade certification, new training and re-
freshing, ECDIS, mandatory security training, specifical
alcohol limits.
383. CONVENTIONS STCW

SOLAS
MARPOL
MLC (ILO)
384. Bridge proce- restricted vis is encountered

dure checklist - traffic conditions causing concern
B13 difficulties maintaining course
failure to sight land, nav marks, soundings
unexpected nav marks, land or soundings
engine, steering, propulsion, nav equipment breakdown,
an alarm or indicator
radio equipment malfunction
possibility of weather damage in heavy weather
hazard to nav,
vessel security
any other emergency or doubt
385. Pilots boards? Ship's particulars - Draught, Displacment, Deadweight,

Details of how she handles at various speeds, thruster,
conditions, turning circles, steering, anchor chain, propul-
sion speeds at certain revs loaded and not.
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386. B1 Steering Gear Check and confirm rudder response to manual steering
Test Routines from all bridge positions using each steering gear power
unit singly and together;Before Entering Coastal or Con-
gested Waters;Check communications between bridge
and steering gear compartment;Check and confirm rud-
der response to manual steering from all bridge positions
using each steering gear power unit singly and togeth-
er;Prior to Departure (No More Than 12 Hours Prior to
Departure);Check communications between bridge and
steering gear compartment Test and confirm correct oper-
ation of the following:• Main steering gear• Auxiliary steer-
ing gear• Remote steering gear control systems• Steering
positions on the bridge• Emergency power supply• All
rudder angle indicator repeaters show the correct rud-
der position• Remote steering gear control system power
failure alarms• Steering gear power unit failure alarms•
Automatic isolating arrangements and other automatic
equipment;Emergency Steering Drills;Emergency steer-
ing drills should take place at least every three months
and should include direct control from within the steering
gear compartment, the communications procedure with
the bridge and, where applicable, the operation of alter-
native power supplies
387. B2 Example of a
Bridge Manning
Matrix
388. B3 Familiarisa- magnetic compass - azimuth mirror - last compass swing

tion with Bridge - deviation card - compass error log - magnetic off-course
Equipment alarm - TMC control unit - gyro compass, repeaters az-
imuth mirrors - Gyro compass error - off-course alarm -
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Radar Radar Plotting Aids - performance monitors - ARPA
- Echo Sounder - echo sounder repeaters - echo sounder
spares - spare recording paper - Speed Distance Logs -
speed log repeaters - GMDSS (including Maritime Safety
Information) - isolation of aerials, batteries/back-up power
- VHF/MF/HF equipment (including DSC) - ship earth sta-
tion (SES) - NAVTEX receiver - weather fax receiver any
weather routeing program - spare paper for weather fax
receiver - GMDSS log - EPIRB - Position Fixing Systems -
GNSS - terrestrial radio-navigation systems - antenna(s) -
General Bridge Equipment - chronometer, master clocks
system stopwatch - compass error log - binoculars -
sextant(s) - log books- bridge windscreen wipers clear
view screens including water wash - Internal Communica-
tions - emergency internal communications - Propulsion
Steering - manoeuvring characteristics information data
- engine telegraph - use of engine movement recorder -
thruster controls of steering, steering changeover emer-
gency steering systems - use of rate of turn indicator -
Orders Logs- content of the SMS Master's Sting Orders
of Master's daily/night orders - content of instructions for
unmanned spaces - Passage Planning Monitoring - of
passage plan for proposed/current passage - charts for
proposed/current passage - Completion of ECDIS famil-
iarisation (see Checklist B4) - navigational publications,
light lists, radio signals, digital /or hard copies of chart
management system - of navigation warnings weather
information - Notices to Mariners digital /or hard copies-
AIS - BNWAS - VDR or S-VDR - Recovery/saving data
from VDR or S-VDR - of bridge audio recording system
- course recorder - spare recording paper for course
recorder, other spares (if electro mechanical) of LRITe-
quipment - of bridge procedures manual, SMS ship spe-
cific procedures - navigation signal light controls alarm
panel of bridge operated deck lighting - spare bulbs for
navigation lights equipment - daylight signalling lamp -
mains sockets batteries - Underst the recharging proce-
dure for back-up battery supplies of flags, shapes manual
sound signalling apparatus of sound signalling panel Nav-
126 / 142
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igation lights - Shapes - Emergency Equipment Security
- - muster point information - spare lifejackets - man over-
board lifebuoys methods of release - fire detection alarm
panel - fire general alarm activation points - emergency
fan stop - watertight door remote controls of emergency
fire pump(s) stop/start
389. B4 ECDIS Famil- Initial Preparation - Establish if the vessel is approved to

iarisation use - Company procedures - passwords - CBT package
and/or a built-in mode - Identify primary ECDIS equip-
ment and the facilities for back-up - procedures in event
of ECDIS failure - manuals - Base and Update media -
chart permits - position fixing systems that feed - method
of switching between sources - speed logs, GNSS, gyro
compass, radar/ARPA, AIS and echo sounder. For each,
establish the reference framework, e.g. ground, water
or ship stabilised - records related to the ECDIS and
service reports, non-conformity reports and inspection,
validation reports - power supply modes, UPS duration -
Basic Operation - switch the ECDIS on and off - function
position and general operation of the physical controls
and switches, including cursor control and the access
and selection of menu items - access the main menu
and select menu options - daylight viewing mode and
other brightness settings - switch between traditional and
simplified symbology - route monitoring mode and route
planning mode - scrolling and zooming charts, scale of
displayed charts - Display Base and Standard Display
- information from ENCs - own ship dimensions correct
- safety contour and safety depth - two or four colour
contour mode - deep and shallow area display options
- safety parameters - how alarms and other alerts are -
Electronic Charts - chart directory and to identify whether
charts are ENCs, RNCs or unofficial (private) - select a
chart - load new chart - load base data - update sta-
tus of loaded charts - update charts using the normal
cumulative update procedures - apply non-cumulative or
electronically transmitted updates - apply manual updates
- Navigation tools and Functions - display the legend of
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general information - select information about an object
using a pick report/chart query - Category Zone of Con-
fidence (CATZOC) information can be displayed - access
the presentation library - what Marine Information Over-
lays (MIOs) are available and how to access them - single
operator action needed to remove MIOs from the display -
single operator action needed to set the Standard Display
setting - view, add, edit and delete Mariners' Notes - select
a chart for display on the screen load new chart licence
keys - load base data - access all navigational elements
and parameters, such as past track, vectors, position lines
(LOP) and anti-grounding cone (AGC) - Establish the
facilities provided for the measurement of range and bear-
ing (e.g. EBLs and VRMs) and ir use - method(s) used
for inserting parallel index lines - what other navigational
tools are available and how to access them - change to
using the ECDIS back-up system - procedure for identi-
fying and reacting to sensor/GNSS failure - switch chart
text (text for charted objects) on and off - Route Planning -
load existing routes and enable for editing - initiate a new
route plan - initiate and plan alternate routes - save route
plan - add, delete and adjust graphically the position of
waypoints - add, edit and delete critical points - display
time varying objects relevant for the timing of the planned
voyage - Establish all the features available for planning
routes, such as use of straight and curved segments,
wheel over positions, turn radius, and inserting pilotage
aids - ship's procedures for displaying NISI, T&P Notices
and other relevant notes into the passage plan - use the
facilities for checking the planned route - load the planned
route and alternatives into the back-up system - If avail-
able, use RCDS mode where ENCs are not available and
as appropriate - Route Monitoring - load a pre-planned
route - reselect the primary or an alternative route - and
how to distinguish between them on the display - single
operator action that selects the charted display of own
ship's position - available display orientation modes, and
how to switch between them (e.g. north up, head up or
course up) - available display motion modes and how
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to select them and change the parameters, such as the
position of own ship on the display when Relative Motion
is selected - If Radar or AIS targets can be displayed on
the ECDIS, what target vector modes are available and
how to switch between and differentiate them - create time
labels along the ship's track - Establish familiarity with the
Route Monitoring display, including the display of position,
heading, course, speed and time - set the length of own
ship's vector and intermediate time marks display radar
and AIS MIOs, if available - use the ECDIS as the input to
a track-keeping autopilot (this will require reference to the
autopilot handbook) - input lines of position (LOP) to form
the reference for an estimated position (EP) - configure
the ECDIS to use the above reference for subsequent
estimated position (EP) - switch to dead reckoning (DR)
mode and to identify when the ECDIS is in DR mode - use
the review facilities of the voyage recorder (if appropriate
and not essential knowledge prior to sailing)
390. B5 ECDIS Setup Check primary position fixing system is setup correctly
and prove the ECDIS is correct by inputting a manual
fix into the system - Check system time is configured
correctly - Ensure ECDIS setup is replicated on all ECDIS
units - Ensure navigation tools are configured correctly
- Ensure safety depth and safety contour settings are
configured correctly - Ensure system units are configured
correctly - Ensure that all relevant overlays are loaded
- Ensure that area alerts are configured correctly (if
system in use allows alarm configuration) - Ensure that
docking mode is configured correctly - Ensure that nav-
igation alarms are configured correctly, including safety
frame/anti-grounding cone - Ensure that route alarms are
configured correctly - Ensure that targets are configured
correctly - Ensure that the preferred radar is selected -
Ensure that vessel data is setup correctly - Ensure the
audible alarm is working correctly - Ensure the chart mo-
tion, chart orientation, screen layout, colour palette and
additional ENC settings are configured correctly - Ensure
the correct display setting is available for execution of
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navigation in accordance with ECDIS check off cards
for pilotage and confined waters, and coastal navigation
and open ocean - Ensure the correct route is loaded for
route monitoring - Ensure the correct waypoint and route
monitoring information is being displayed
391. B6 Preparations - Berth to berth passage plan for the intended passage
for Sea prepared and available on the bridge with the route plot-
ted on up to date and appropriate scale charts (official
paper or electronic) - Passage plan checked and ap-
proved by the Master - Passage plan briefed to the Bridge
Team - Route displayed on ECDIS and/or other electronic
navigation aids, as appropriate Up to date charts and nau-
tical publications available - Latest Notices to Mariners
(week number):Equipment Checks (Tested and Ready
for Use) - AIS (voyage data updated and correct) - An-
chors, cables and winches - Ancillary bridge equipment
(e.g. binoculars) - BNWAS - Clocks synchronised with
engine room - Controllable pitch propeller controls and in-
dicators - Course and engine movement recorder/bridge
movement book - Deck power - ECDIS and/or other
electronic navigation aids - Echo sounder - Electronic
position fixing systems - Emergency engine stops - En-
gine(s)/propulsion (ahead and astern) - GMDSS com-
munications and GMDSS log - Gyro/magnetic compass
and repeaters, including repeater in steering gear area
- Internal communications (particularly bridge to engine
room/bridge to mooring stations) LRET- Navigation lights,
shapes and sound signals- Radar(s) and ARPA- RPM
and ROT indicators- Signalling equipment including flags,
search lights and signal lamps- Speed and distance
log- Stabilisers- Steering gear (Checklist B1)- Thrusters-
VDR/S-VDR- Port and Pilotage- Master/Pilot information
exchange checklist completed (Checklist Al)- Pilot Card
prepared (Checklist A2)- Pilot boarding time confirmed-
Pilot boarding arrangements ready for disembarkation of
the Pilot (Checklist A4) - Port and VTS channels moni-
tored- Port, VTS and Pilot advised of any special require-
ments Preparations for pilotage complete (Checklist B8)
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- Securing for Sea- Cargo and cargo handling equipment
secure Cargo/passenger details available- Hull openings
secure and watertight- Stability and draught information
available- Watertight doors closed- Before Sailing- All
crew on board- Anchors cleared away- Bridge Team fit
for duty- Engine room ready- Mooring stations manned
and ready- MSI checked and communicated to Bridge
Team Pressure on fire main- Stowaway/security search
completed
392. B7 Preparations Pre-arrival documentation complete and sent - Passage

for Arrival plan updated with additional information received since
departure - Updated passage plan checked and approved
by the Master - Updated passage plan briefed to the
Bridge Team - Updated passage plan available on the
bridge with the route plotted on up to date and appropriate
scale charts (official paper or electronic) - Updated route
displayed on ECDIS and/or other electronic navigation
aids, as appropriate - Is cargo/ballast rearrangement re-
quired Y/N Equipment Checks (Tested and Ready for
Use) - Clocks synchronised with engine room- Control-
lable pitch propeller controls and indicators - Deck power
- ECDIS and/or other electronic navigation aids - Echo
sounder - Electronic position fixing systems - Emergency
engine stops - Engine Propulsion (ahead and astern)
- Gyro/magnetic compass and repeaters, including re-
peater in steering gear area - internal communications
(particularly bridge to engine room/bridge to mooring sta-
tions) - Navigation Lights, shapes and sound signals -
ROM and ROT indicatiors - Signalling equipment flags
search lights and signal lamps - steering gear - Thrusters
- before Arrival - Anchors cleared and ready for use - Any
stabilisers housed - Bridge team ready - Cargo/passen-
ger details available - Engine room ready - If available,
use more than one steering gear power unit - Manual
steering engaged - Mooring stations manned and ready -
Pressure on fire main - Stability and draught information
verified and available - Watertight doors closed - Port
and Pilotage Requirements - Master/Pilot information ex-
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change checklist completed (Checklist Al) Pilot Card pre-
pared (Checklist A2) - Pilot boarding time confirmed - Pilot
boarding arrangements ready for disembarkation of the
Pilot (Checklist A4) Port and VTS channels monitored -
Port, VTS and Pilot advised of any special requirements
- Preparations for pilotage complete (Checklist B8)
393. B8 Pilotage Appropriate scale charts available with route plotted -

Appropriate flags and navigation lights or shapes dis-
played Bridge appropriately manned to: Maintain a proper
look-out - Monitor the progress of the ship and navigation-
al safety - Monitor communications between Pilot, shore,
tugs and mooring craft - Carry out orders and instruc-
tions given by the Master and Pilot - Bridge watch and
crew standby arrangements - ECDIS terminals are setup
correctly for navigation in pilotage waters with route dis-
played - Engine room and mooring stations regularly up-
dated on pilotage progress - MPX completed and pilotage
plan agreed by the Master (Checklist Al) - Pilot briefed
on the Pilot Card (Checklist A2) and Wheelhouse Poster
(Checklist A3) concerning manoeuvring characteristics
- Mooring stations informed of berthing arrangements -
Pilot informed of any propulsion or steering gear defects
or limitations - Pilot informed of ship's heading, speed,
engine setting and draught on arrival on the bridge Pilot
informed of the location of life-saving appliances provided
for their use - Preparation for departure (Checklist B6)
or arrival (Checklist B7) checks complete- Working lan-
guage agreed
394. B9 Passage Plan- Factors to Consider when Developing a Passage Plan

ning and Associated Route - Appraisal -Adequacy and re-
liability of aids to navigation - Adequacy and reliabili-
ty of charts and hydrographic data - Appropriate scale
charts for ocean, coastal, harbour and berthing phases
- Guides to port entry - List of lights - Local area warn-
ings - NAVAREA navigational warnings - New charts and
licences ordered as appropriate Notices to Mariners -
Planning charts - List of radio signals - Routeing and
132 / 142
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load line charts Sailing directions and pilot books - Tide
tables and tidal stream atlases - Passage Requirements
- Anchoring locations - Any special ship operational re-
quirements for the passage - Bunker calculations - Cargo
and any special stowage/carriage restrictions - Cornmuni-
cations/GMDSS watchkeeping considerations - Draught
restrictions including air draught and under keel clear-
ance (UKC) requirements - Helicopter operations - Load
line requirements - Log book requirements - Passage
reporting requirements - Passage speed and ETA calcu-
lations - Position fixing intervals - Reliability of propulsion
and steering systems or any known defects affecting nav-
igation or control of vessel - Routeing and reporting mea-
sures Safety contours - Safety depths - Security concerns
- Ship-to-ship transfers - Squat - Strength and stability -
Watch schedules - Environmental Considerations - Bal-
last water - Emission Control Area (ECA) limits and fuel
changeover procedures MARPOL Special Areas, PSSAs,
or national and regional requirements Notifications/ad-
vice to crew on board - Weather/Conditions - Abnormal
waves - Currents and tides - Heavy weather -Ice - Swell
- Tropical storms - Visibility - Weather routeing - Winds
- Contingencies - Emergency anchorages Emergency
response plans Notifications and reporting Plan amend-
ments
395. B10 Navigation Considerations - Appropriate scale charts available with

in Coastal Waters route plotted - Bridge manning appropriate to maintain a
proper look-out - ECDIS terminals are setup correctly for
navigation in coastal waters with route displayed - Echo
sounder checked - Effects of weather and currents for
the area understood - Engines ready for immediate use
- Gyro/magnetic compass errors checked - Helmsman is
available at immediate notice - Manual steering checked
and ready for use (Checklist B1). Use more than one
steering gear power unit, as appropriate - Measures taken
to comply with environmental requirements and applica-
ble pollution regulations MSI is monitored and plotted as
appropriate - Position of the ship is fixed regularly and
133 / 142
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cross referenced at appropriate intervals - Proximity to
shallow water and the effect of squat monitored - Radar
performance and radar heading line marker alignment
checked Ship security procedures understood and fol-
lowed - Traffic conditions in the area understood - Ves-
sel reporting requirements are understood and followed
- Vessel routeing requirements are understood and fol-
lowed Weather monitored, particularly in areas prone to
poor visibility
396. B11 Navigation Considerations - Appropriate scale charts available with

in Ocean Waters route plotted - All measures have been taken to comply
with environmental requirements and applicable pollu-
tion prevention regulations - ECDIS terminals are setup
correctly for navigation in ocean waters with route dis-
played Bridge manning appropriate to maintain a proper
look-out - Confirm the ship's position at appropriate in-
tervals - Monitor changes in weather and make regular
barometer observations Monitor NAVAREA navigational
warning broadcasts and other long range weather reports
Participate in area reporting systems (e.g. AMVER) as
appropriate
397. B12 Anchor- Anchoring Appraisal and Planning - Anchoring plan

ing and Anchor checked and approved by the Master - Anchoring po-
Watch sition identified taking into account: Availability of ap-
propriate space at the anchorage - Proximity of naviga-
tional hazards including traffic - Scope of anchor cable
required/available - Suitable seabed type and holding
conditions - Tidal height checked to confirm that sufficient
water is available for the duration of the anchorage - Tidal
stream checked with particular reference to effect on slow
speed manoeuvring - Weather conditions and available
shelter - Anchors, cables and winches checked and ready
for use - Engine room and anchor party informed of the
time of anchoring - Intended anchor position of the ship
reported to the port authority - Lights, shapes and sound
signalling apparatus checked and ready for use - Reduc-
tion to manoeuvring speed in ample time - Security mea-
134 / 142
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sures required by the Ship Security Plan (SSP) - While
at Anchor the 00W Should: Check at sufficiently frequent
intervals whether the ship is remaining securely at anchor
by taking bearings of fixed navigational marks or readily
identifiable shore objects - Determine and plot the ship's
position on the appropriate chart as soon as practicable
Monitor swinging pattern - Ensure that inspection rounds
of the ship are made periodically - Ensure that proper
look-out is maintained - Ensure that the ship exhibits
the appropriate lights and shapes and that appropriate
sound signals are made in accordance with all applicable
regulations - Ensure that the state of readiness of the
main engines and other machinery is in accordance with
the Master's instructions - Ensure vessel access control
precautions are maintained - If visibility deteriorates, call
the Master - Modify AIS status - Call the Master and un-
dertake all necessary measures if the ship drags anchor
Observe meteorological and tidal conditions and the sea
state - Take measures to protect the environment from
pollution by the ship and comply with applicable pollution
prevention regulations
398. B13 Restricted Action - Inform the Master of reduced visibility as required
Visibility in Master's Standing Orders and the SMS Advise the en-
gine room - Increase bridge manning levels, as necessary
(Checklist B2) - Look-outs posted - Select hand steering
- Engines ready for immediate manoeuvre - Close all
watertight doors and openings Equipment Preparations
- AIS - Echo sounder - Fog signalling apparatus - Navi-
gation lights - Radar - ARPA or other plotting aids - VHF
- Compliance with Regulations - Rule 19 — conduct of
vessels in restricted visibility Rule 35 — sound signals
in restricted visibility Rule 5 — look-out - Rule 6 — safe
speed - Consider the possibility of anchoring the vessel if
in doubt and vessel in suitable depth
399. B14 Heavy Action - Inform the Master of the weather conditions
Weather/Tropi- - Inform the engine room of the weather conditions -
cal Storm Areas Inform the crew of the need to avoid upper deck ar-
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eas made dangerous by weather - Rig safety lines/hand
ropes where necessary - Adjust vessel course and speed
as necessary to ease vessel/avoid worst of motion -
Manoeuvre the ship to minimise the risk of broaching,
pooping and/or synchronous rolling - Monitor weather
reports - Make weather reports to appropriate author-
ities. In the case of tropical storms, danger messages
in accordance with SOLAS - Secure: All weather deck
openings (doors/hatches) Anchors and winches Cargo
(as appropriate) Loose or movable objects in cabins and
accommodation - Loose or movable objects on deck -
Loose or movable objects in the engine room - Loose or
movable objects in the galley - Loose or movable objects
in the storerooms - Close all ports and deadlights
400. B15 Navigation Action - Inform the Master of the proximity of ice - In-
in Ice form the engine room of the proximity of ice Inform the
crew of the proximity to ice - Close all watertight doors -
Moderate speed as appropriate in the conditions Increase
the frequency of sounding tanks and bilges Monitor ice
advisory service broadcasts - Transmit danger messages
in accordance with SOLAS
401. B16 Change of Sufficient time has been allowed for night vision to be es-
Watch at Sea tablished - Master's daily orders - GMDSS log up to date
- Deck log up to date - Position, course and speed —Pas-
sage plan progress - Passage plan look-ahead including
hazards for the watch - Draught, air draught and UKC - Ef-
fect of heel, trim, water density and squat - Current traffic
conditions - Maritime Safety Information: Weather Navi-
gational warnings - Status of navigation and bridge equip-
ment: -Autopilot - BNWAS - Course and engine movement
recorder - ECDIS• Echo sounder• GNSS1 • Gyro and
magnetic compass• Navigation lights, shapes and sig-
nals• Radar and ARPA• VDR/S-VDRStatus of communi-
cations equipment: EPIRB• NAVTEX• SES• VHF/ME/HP-
Status of propulsion and steering equipment:• Engine
room watch• Hand steering tested• Main engines and
136 / 142
OOW ORAL FLASHCARDS
generators Steering system - Status of watertight doors
- Status of fire zones - Any special work in progress
402. B17 Calling The If the Master needs to be called, particularly where there
Master is concern about the safety of the ship, this should be
done early enough to allow the Master sufficient time
to understand and respond effectively to the situation. -
Failing to call the Master in a timely manner can lead
to an increased level of risk in relation to: • Collision; -
• Grounding; - Safety of life; damage to the environment
- vessel delays - cargo leaks Or spills;- Property dam-
age - Commercial losses or - Reputation losses due to
delays or damage. Occasions to Call the Master - As
required by the SMS - Master's Standing Orders and daily
orders, including: if restricted visibility is encountered or
expected - If traffic conditions, density or the movements
of other ships are causing concern - When a distress alert
has been received or a distress signal has been sighted
- If difficulties are experienced in maintaining course -
When there is a significant difference between the latest
observed position and the expected position of the ship
- On failure to sight land, a navigation mark or obtain
soundings by the expected time - If, unexpectedly, land
or a navigation mark is sighted or an unexpected change
in soundings occurs - If amendments to the passage plan
require immediate approval - If there is a breakdown of the
engines, propulsion machinery remote control, steering
gear or any essential navigational equipment, alarm or
indicator - If the communications or GMDSS radio equip-
ment malfunctions - In heavy weather, if any doubt about
the possibility of weather damage - If the ship meets
any hazard to navigation, such as ice or a derelict - If
any vessel security concerns arise - In any emergency
situation - In any cases when the situation is beyond the
experience of the 00W or if there is any doubt regarding
the safety of the ship, or ability to comply with regulatory
requirements
403.
137 / 142
OOW ORAL FLASHCARDS
B19 False Dis- False Alert Sent on VHF DSC - Reset the VHF DSC
tress Alerts immediately - Cancel the alert on VHF DSC Channel 70 -
Transmit a broadcast message to ALL STATIONS on VHF
Channel 16 giving the ship's name, call sign and MMSI
and cancel the false distress alert - Record details of the
false alert and actions to cancel the alert False Alert Sent
on MF DSC - Reset the MF DSC immediately - Cancel
the alert on MF DSC 2187.5 kHz - Transmit a broadcast
message to ALL STATIONS on 2182 kHz giving the ship's
name, call sign and MMSI and cancel the false distress
alert - Record details of the false alert and actions to
cancel the alert - False Alert Sent on HF DSC - Reset
the HF DSC immediately - Cancel the alert on the HF
DSC distress frequencies on which it was sent: • 4207.5
kHz• 6312 kHz• 8414.5 kHz• 12577 kHz• 16804.5 kHz -
Transmit a broadcast message to ALL STATIONS giving
the ship's name, call sign and MMSI, and cancel the false
alert on each of the radio-telephony distress frequencies
in the bands on which the HF DSC was sent: • 4125 kHz•
6215 kHz• 8291 kHz• 12290 kHz• 16420 kHz - Record
details of the false alert and actions to cancel the alert
False Alert Sent via SES - Send a distress priority mes-
sage cancelling the distress alert to the appropriate RCC
via CES through which the false distress alert was sent-
Record details of the false alert and actions to cancel
the alert - False Alert Sent on EPIRB - Reset the EPIRB
immediately - The ship should contact the nearest coast
station or an appropriate coast earth station or RCC and
cancel the distress alert - Record details of the false alert
and actions to cancel the alert
404. C1 Main engine Call Master;Take immediate action to keep ship away
from danger;Check position of vessels in the vicini-
ty;Check for navigational hazards;Not Under Command
(NUC) lights, shapes and sound signals, as appropri-
ate Prepare for anchoring if water depth and conditions
are;appropriate;Modify AIS status;Inform VTS or port au-
thority, as appropriate;Broadcast SAFETY or URGENCY
138 / 142
OOW ORAL FLASHCARDS
message, if appropriate;Maintain log/record of events and
decisions
405. C2 Steering fail- Call Master;Disengage autopilot;Engage alternate or

ure emergency steering;Manoeuvre as appropriate/stop en-
gine(s);Inform engine room of steering failure;Take way
off ship if safe to do so;Not Under Command (NUC)
lights, shapes and sound signals, as appropriate Check
position of vessels in the vicinity;Prepare engine for ma-
noeuvre;Check for navigational hazards;Prepare for an-
choring if water depth and conditions are appropriate
Modify AIS status;Inform VTS or port authority, as ap-
propriate;Broadcast SAFETY or URGENCY message, if
appropriate;Maintain log/record of events and decisions
406. C3 Total Electri- Call Master;Take immediate action to keep the ship
cal Power Failure away from danger;Not Under Command (NUC) lights,
shapes and sound signals, as appropriate;Contact en-
gine room/duty engineer;Select emergency power sup-
plies for bridge and navigational equipment Check posi-
tion of vessels in the vicinity;Check for navigational haz-
ards;Prepare for anchoring if water depth and conditions
are appropriate Inform VTS or port authority, as appropri-
ate;Modify AIS status;Maintain log/record of events and
decisions
407. C4 Collision Call Master;Sound general emergency alarm;Manoeu-

vre as appropriate/stop engine(s);Close watertight doors
and automatic fire doors Muster crew at damage con-
trol stations;Muster any passengers;Conduct damage
control procedures*;Broadcast URGENCY or DISTRESS
message, if appropriate Sound all tanks, bilges, void
spaces and cofferdams Check for spills/pollution,;inter-
nal and over the side Inform VTS or port authority,
as appropriate;Switch on deck lighting;Offer assistance
to other vessel;Preserve VDR records;Preserve ECDIS
records;Maintain log/record of events and decisions
408. C5 Stranding or Call Master;Sound general emergency alarm;Close wa-

Grounding tertight doors and automatic fire doors;Manoeuvre as
139 / 142
OOW ORAL FLASHCARDS
appropriate/stop engine(s);Switch to high cooling water
intakes;Consider use of anchor;Exhibit aground lights
or shapes and make sound signals, as appropriate In-
form VTS or port authority, as appropriate;Modify AIS
status;Muster crew to damage control stations;Conduct
damage control procedures*;Assess the nature of the
sea bed;Assess tides and currents;Assess weather con-
ditions and forecasts;Sound around ship;Determine lo-
cation of deep water in relation to the ship;Consider
reducing draught;Consider taking on additional ballast
to prevent unwanted movement and damage Plan and
prepare to refloat as appropriate;Broadcast URGENCY
or DISTRESS message, if appropriate;Preserve VDR
records;Preserve ECDIS records;Maintain log/record of
events and decisions
409. C6 Man over- Release lifebuoy with light and smoke signal on side
board Action that person has fallen overboard Assign the look-out to
indicate the position of the person in the water;Activate
GNSS MOB marker;Mark MOB position on ECDIS;En-
gage hand steering;Take immediate manoeuvring ac-
tion to preserve safety of person in water;Sound gen-
eral emergency alarm, including three prolonged blasts
on ship's whistle Call Master;Post extra look-outs;Com-
mence recovery manoeuvre;Prepare for recovery of
persons from the water* Broadcast DISTRESS mes-
sage, if appropriate Engines on standby;Assume role of
On-Scene Co-ordinator;Hoist signal flag OSCAR;Main-
tain log/record of events and decisions
410. C7 Fire Call Master;Sound general emergency alarm;Shut down

ventilation system;Muster crew to fire control sta-
tions;Conduct fire control procedures*;Assess proximity
of navigational hazards, including traffic, and manoeuvre
the ship as appropriate In case of fire in:;• Engine room
- Checklist Cl as appropriate;Steering gear compartment
- Checklist C2 as appropriate;• Generator compartments
- Checklist C3 as appropriate Broadcast URGENCY or
DISTRESS message, if appropriate Inform VTS or port
140 / 142
OOW ORAL FLASHCARDS
authority, as appropriate;Maintain log/record of events
and decisions
411. C8 Flooding & Call Master;Sound the general emergency alarm;Close

Hull Failure all watertight doors;Muster crew to damage control sta-
tions;Conduct damage control procedures*;In case of
flood in:;Engine room — Checklist Cl as appropriate;
Steering gear compartment — Checklist C2 as appro-
priate • Generator compartments — Checklist C3 as ap-
propriate Broadcast URGENCY or;DISTRESS message,
if appropriate Inform VTS or port authority, as appropri-
ate;Maintain log/record of events and decisions
412. C9 Search and Record contents of distress alert and/or message;Call

rescue Master;Establish communications with the RCC and/or
On-Scene Co-ordinator and other SAR units as appro-
priate;Maintain radio watch;Monitor X-Band radar and
AIS for SART signals as appropriate;Consult IAMSAR
Manual Volume III and industry guidance on rescue pro-
cedures; Post additional look-outs;Monitor the distress
situation;Prepare for recovery of persons from the wa-
ter*;Maintain log/record of events and decisions
413. C10 Abandoning Broadcast DISTRESS message on authority of the Mas-

ship ter; Instruct crew to don lifejackets and immersion suits as
appropriate; Muster crew at lifeboat stations; Prepare LSA
for launch; Collect and prepare EPIRB, SARI and SOLAS
radios; Embark and launch life-saving appliances; Ensure
lifeboats and liferafts remain in close proximity to ship and
in contact with each other ; Activate EPRIB and SART
414. Compass Binna-

cle Diagram
Flinders Bar -
vertical soft iron
corrector
Kelvin Ball - Soft
Iron Spheres -
141 / 142
OOW ORAL FLASHCARDS
correct flinders
bar
Compass binna-
cle - Casing
Fore and Aft cor-
rector magnet -
Permanent fore
and aft correc-
tors
Heeling bucket
Fore and Aft cor-
rector magnets -
Permanent fore
and aft correc-
tors
142 / 142

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1. ALRS Volume 1 NP281 - Maritime Radio Stations (Parts 1 & 2)

2. ALRS VOL 2 - NP282 - Radio Aids to Navigation, Differential GPS

3. ALRS VOL 3 - NP NP283 - Maritime Safety Information Services

4. ALRS VoL 4 - NP NP284 - Meteorological Observation Stations

5. ALRS Vol 5. - NP NP285 - (GMDSS)

8. Equipment on Details of your last boat as written in TRB

9. Duties of OOW in ELSEWHERE

11. Duties of OOW in Bridge team aware of responsibilities

14. What does a So- KABABS PRISMS QTTT BFF

PADDLES - RATIONS FOOD AND WATER - INSTRUC-

QUIOT - TPAS - TIN OPENERS - TORCH WATER-

BAG - FIRST AID - FLARES HAND ROCKET BUOYANT

15. What do you do CUT STREAM MAINTAIN

SECONDARY ACTIONS - distribute sea-sickness tablets

16. Markings on a lif- Manufacturer's name or trademark -model - serial number

oars or paddles, buoyant bailer, compass (luminous),

18. Rescue boat A rescue boat must be capable of launching within 5

19. Line throwing de- Downwind

20. What is a HRU? SWAMPD - SERIAL - WASH - AUTOMATICALLY

22. Hi-Line Tech- Hi-Line Technique - WASH POTS SAW

Static electricity can build up in any hovering helicopter.

23. LSA weekly and MGN 71

All lifesaving appliances including lifeboat and rescue

24. DRILLS applies to all ships.

25. EPIRB what is it? emergency position-indicating radio beacon

26. What's a SART? A SART (Search and Rescue Transponder)

28. Immersion suits zip on storage bag

29. What are the dis- SOFA FIRMNESS

FOG Signal continous

gun or explosive signal every minute - rockets or shells,

30. Types of fire G-CELLS

31. Causes of Fire Faulty electrical appliances/circuitry/overloading

32. Fire Preven- Fuel heat oxygen CHEMICAL CHAIN

33. Properties of Fire WATER - Soaks and cools/low FF rating/Electricity/Addi-

34. BA Equipment A self-contained breathing apparatus (SCBA), is a device

35. Positive Pres- Positive pressure breathing apparatus is designed so that

37. Starting Proce- Visual inspection of the equipment

38. Types of Plans A fire control (general arrangement) plan(s) should be

A safety training log should contain:

Date when musters are held, details of abandon ship drills

41. Engine room fire FIND INFORM RESTRICT EXTINGUISH/ESCAPE

FIND/ INFORM - FIND ENGINEER CCTV / SEND LOOK-

RESTRICT - SLOW DOWN / CHART ASSESSMENT /

ESCAPE/EXTINGUISH - CONSULT CAPTAIN ABOUT

MUSTER/ HEAD COUNT / ENGINEER/S

42. Galley fire FIND INFORM RESTRICT EXTINGUISH/ESCAPE

43. Laundry Fire/Ac- FIND INFORM RESTRICT EXTINGUISH/ESCAPE

44. Factors influenc-

45. Some factors

46. Anderson Turn SINGLE TURN, MOB SIGHTED

47. Williamson Turn MOB UNWITNESSED

48. Scharnov Turn TAKE BACK V/L into her wake

50. Blackout - Action Call Master

51. Familiarisation B3 & B4 checklists in Bridge Procedures Guide. Bridge

52. Action - Fire Call Master

53. MOB - Action IAMSAR VOL 3

55. Witnessed ver- Last seen