TOPIC ONE - COLLISION REGULATIONS

Question 1

Application of the Rules

Answer 1

These Rules shall apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.

Question 2

What are the High Seas?

Answer 2

High seas, are the parts of the mass of saltwater surrounding the globe that are not part of the territorial sea, the exclusive economic zoneor internal waters of a state. These seas all border on each other and so are connected. The territorial seas are in turn connected with the ports and some rivers of the Republic of South Africa. The ports and the rivers open to the seas all year round are navigable by seagoing vessels and so these Rules apply to the ports and those rivers navigable by seagoing vessels.
These Rules should not apply to the RSA’s internal waters such as the Vaal and Gariep dams as they are not navigable by seagoing vessels. However, regulation 8(1)(a) of theMerchant-Shipping (National Small Vessels Safety) Regulations, 2007, makes the Merchant Shipping (Collision and Distress Signals) Regulations, 2005 compulsory on all internal waters open to the public. So these Rules do apply on the Vaal and Gariep dams.

Question 3

When is a vessel underway?

Answer 3

When she is not at anchor, aground or made fast to the shore.

Question 4

When is vessel “Making way”?

Answer 4

When a vessel is being propelled through the water by engine propulsion, sails or oars.

Question 5

Define the term “not under command”?

Answer 5

Means a vessel through some exceptional circumstances is unable to manoeuvre as is required by the rules. .

Question 6

Define the term “vessel restricted in her ability to manoeuvre”?

Answer 6

This is a vessel which through the nature of her work; is unable to manoeuvre as is required by the rules.

Question 7

Define a “vessel constrained by her draught”?

Answer 7

This is a power-driven vessel which is severely restricted in her ability to deviate from her intended course because of her draught in relation to the available depth of water.

Question 8

Define a “power-driven” vessel?

Answer 8

A “power-driven vessel” means any vessel propelled by machinery.

Question 9

Define a sailing vessel?

Answer 9

A “sailing vessel” means any vessel under sail provided that propelling machinery, if fitted, is not being used.

Question 10

Define a fishing vessel?

Answer 10

“vessel engaged in fishing” means any vessel fishing with nets, lines, trawls or other fishing apparatus which restrict manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability.

Question 11

The term “vessels restricted in their ability to manoeuvre” shall include

Answer 11

(i) a vessel engaged in laying, servicing, or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.

Question 12

What is the aim of Rule 2?

Answer 12

It emphasizes the need for safety 
It requires strict compliance with the Rules
It requires safety measures be taken with good seamanship and the consideration of particular circumstances.
Finally it allows a departure from the rules in cases of immediate danger.

Question 13

Explain the use of Rule 2(a). Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case.

Answer 13

There is no escaping the penalty of not following these rules. Everybody is responsible and no excuses are permitted that ‘I forgot’ etc.
Instead of defining each and every peculiar collision situation at sea, the rules can define the most common situations and ask the seafarer to use his or her common sense to follow the rules as well as any peculiar situation that they may encounter.
This common sense is called ordinary practice of seaman.
In other words, this rule makes it clear that seafarers can not hide behind the rules and use them as an excuse. It is worded so that seamen are able to use their judgment and experience to deal with unusual situations which would be impossible to predict and legislate for.
In understanding and then complying with these rules – pay close attention to the dangers of navigation and to the circumstances which may arise where blindly following these rules may endanger the ships.

Question 14

Explain “Responsibilities” in Rule 2

Answer 14

• Rule 2 does not just put the entire responsibility on OOW at the time of the incident. It involves the vessel, the shipowner, the master and the crew of the ship.
• For example, the shipowner cannot have the defense in a collision incident that involves navigators of his ship not following the rules.
• Rule 2 highlights the fact that you are responsible for your own actions. You are the one who has to make the immediate decision on what to do in order to comply with the rules.
• The OOW is not only required to follow the COLREGs – he or she is also responsible for doing everything necessary to avoid the risk of collision and the dangers of navigation
• It is also thegeneral responsibility of the shipownerto ensure (i.e. through periodic navigational audits) that the ship crew follows the rules of the road.
• Similarly, it is the responsibility of the master to ensure that his deck officers follow the rules of the road.
• In other words, rule 2 sets the responsibilities straight.
  It is the responsibility of the master and the owners to create an environment of compliance with the rule of the road.

Question 15

In which circumstances is one allowed to depart from the Rules?

Answer 15

To avoid immediate danger such as:

Dangers to navigation and risk of collision (shallows, wrecks, etc.)

Special circumstances (last minute action)

Limitations of vessels
 Meeting a convoy of warships
Meeting submarines
 Meeting a seaplane taking off or landing

Meeting a WIG craft taking off or landing

Question 16

How is the :”Depart from the Rules in Rule 2(b) used?

Answer 16

The danger you are wanting to avoid must be immediate.
Your action must not put you in another dangerous situation.
Your action must be made early and it must be obvious to those around you. (substantial, made in good time and positive). That is you must act as the “reasonable person”.

Question 17

What does neglect to comply with the rules include?>

Answer 17

Neglect to comply with the regulations may include:


* Not maintaining a proper look-out (Rule 5);


• Not keeping a safe speed when necessary (Rule 6);

• Not using all available means to avoid a collision (Rules 7 and 8);

• Not taking a series of compass bearings of a crossing vessel (Rule 7(d)(i));
• Not making proper use of the radar (Rule 7(b);

• Not making correct use of a Traffic Separation Scheme (Rule 10);

• Not following the Steering and Sailing Rules (Part B);


* Not displaying the correct navigation lights and shapes;


• Not sounding or sounding the incorrect fog signal (Rule 35);

• Not complying with Rule 19 in restricted visibility;

Good seamanship would mean complying with all the items mentioned above.

Question 18

Define a proper lookout?

Answer 18

Every vessel shall at all times maintain a proper look-out by sight and hearing as well as 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.

Question 19

What are the requirements for keeping a proper look out?

Answer 19

• Looking and listening – maintain a continuous watch by sight and by hearing, both
  inside and outside the wheelhouse.
• Looking means looking out of the windows, all the time.
• Using ECDIS – the prime function of ECDIS is to help you be sure that your ship is not moving into danger. Its other functions are useful but you must not get distracted by them.
• Using ARPA – you must be aware of the effects of clutter, of small targets and the range and limitations of the set.
• Using a radio – you must listen to what is going on around you. Refrain from calling other ships on VHF. It always takes more time than you think and it may cause delay and confusion.
• Monitoring sound signals – ensure you can hear what is going on outside the
  wheelhouse. Be aware of the effect of keeping a closed wheelhouse and of distracting noises inside it.
• Using a depth indicator – frequently and systematically monitor the depth of water
  beneath your keel. The seabed is often the nearest point of danger.
• Avoid distractions such as wheelhouse and deck lights, other people, navigational
  records and routine paperwork, including chart corrections.

Question 20

What means are available to you to keep a proper look out?

Answer 20

• By sight and hearing. Which means that the watch keeper must keep look out not only by sight but also by hearing. By hearing means continuously listening to VHF and distress frequencies as well as any sound signal.
• By all available means. This means that a watchkeeper need to use all resources available to keep a look out. These resources can be VHF, AIS, Radar andECDIS to name a few.

Question 21

Define the term “safe speed”?

Answer 21

Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions.

Question 22

Which factors shall be taken into account by all vessels in determining a safe speed?
(VD Makes Little Willies Drip)
(Lets Rub Snot In My Mask)

Answer 22

By all vessels:
* The state of the visibility
* The traffic density including concentrations of fishing vessels or other vessels
* The manoeuvrability of own vessel; with particular reference to the stopping distance and turning ability in the prevailing conditions
* At night the presence of background light such as from shore lights or back scatter of the vessel’s own lights
* The state of the wind, sea and current, and the proximity of navigational hazards
* The draft in relation to the available depth of water.

Additionally, by vessels with operational radar:
* The characteristics, efficiency and limitation of the radar
* Any constraints imposed by the radar scale in use
* The effect on radar detection of the sea state (sea clutter), weather (rain clutter) and other sources of interference
* The possibility that small vessels, ice, and other floating objects may not be detected by radar at an adequate range
* The number, location and movement of vessels detected by radar
The more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity.

Question 23

Which factors shall be taken into account with regards to traffic density?

Answer 23

• Light or heavy traffic areas
• Traffic separation schemes
• The number of fishing vessels in the vicinity
• A convoy of warships
• Number of vessels fishing in the area
• Vessels at anchor

Question 24

Which are the factors that determine the manoeuverability of your vessel?

Answer 24

• Type of engines (steam, diesel, turbine, etc)
• Power of the engine
• Block coefficient
• Stopping distance
• Turning circle
• Fast or slow vessel
  Manoeuvrability with regard to: condition of loading, draught and trim.

Question 25

Discuss the meaning of the term “The characteristics of the radar”.

Answer 25

CHARACTERISTICS
Stabilization:
Stabilized radar is easier to use for taking bearings than un-stabilized radar.
Requires a gyro or magnetic compass input.
Pulse length:
It must be long enough to ensure that the radar emits sufficient energy so that the reflected pulse is detectable by its receiver.
It, constrains the range discrimination, that is the capacity of the radar to distinguish between two targets that are close together.
It,determines the radar’s minimum range at close ranges.
S or X band radar:
The marineradaris classified under thex-band(10 GHz) orS-band(3GHz) frequencies. Thex-band, being of higher frequency is used for a sharper image and better resolution whereas theS-bandis used especially when in rain or fog as well as for identification and tracking.

Modern radar has
a. ARPA (automatic radar plotting aids) can ease the work burden and make plotting quicker and easier.
b. Daylight rastar screen making for easier viewing.
c. Raster screen can use different colours for different information.
d. Automatic clutter control reduces the possibility of target loss in clutter.
e. Doppler radar can ease work burden on observer by showing approaching targets in a different colour to departing targets.
Height of antennae:
Radar sees just beyond the eye horizon. At 10m above the sea, the radar sees 13km and the eye 11km. So the height of the antennae can determine the radar range.

Question 26

Discuss the meaning of the term “The efficiency of the radar”.

Answer 26

EFFICIENCY
Beam width distortion:
The radar assumes that the scanner must be pointing straight at the target in order to receive an echo, it will start to “paint” a target on the screen as soon as the leading edge of its beam first touches the target, and go on painting until the trailing edge of the beam has passed clear of it. Soa radarwith abeamwidthof 5° will show a small target such as a buoy as though it were 5° across, while a radar with abeamwidthof 2° would show it as 2° across. So if you are taking a radar bearing of a small contact, the EBL should cut right through the centre of the target.

The radar will enlarge larger targets like headlands; the edges of the headland will cause an echo to paint while they are illuminated by any portion of the beam. When the leading edge of the beam is touching the headland, the edge of the echo on the display will appear on the bearing of the centre of the beam at that instant. The error will, therefore be half thebeamwidthin the direction of the land.

Receiver noise
The sensitivity of a radarreceiveris determined by the unavoidablenoisethat appears at its input. The noise that limits detectability is usually generated by the receiver itself (i.e., by the random motion of electrons at the input of the receiver) rather than by external noise that enters the receiver via the antenna. Noise is controlled by the design and the operator using the gain control. (Noise is the speckled back ground)

Question 27

Discuss the meaning of the term “The limitation of the radar”.

Answer 27

LIMITATIONS
Does not see all targets:
Small vessels, ice, other small floating objects may not be detected by the radar.

Clutter:
The more the clutter the higher the risk of a target being masked. 3cm radar suffers more from rain clutter than a 10 cm radar.

Range discrimination:
Two small targets on same bearing and slight range difference may be shown as one target. Depends on pulse length.

Bearing discrimination:
Two small targets on same range and slight bearing difference may be shown as one target. Depends on horizontal beam width.

False echoes:
Can lead to incorrect target acquisition.

Blind/Shadow sectors:
The structure of the ship and sometimes the objects on the ship may cause blind or shadow sectors on the ship. For this reason, it is important to properly mark the shadow or blind sectors in order to let other users understand the limitations of these sectors

Question 28

How would you know if your ship’s radar had blind or shadow sectors?

Answer 28

Inspect the radar handbook for the set onboard. The technician who installed the radar should have recorded the blind or shadow sectors. In addition these sectors should be posted near the radar.
These sectors can be checked by finding a section of slightly choppy water and turning off the sea clutter control. If no blind or shadow sectors are present the display will fill over an arc of 360° with a mass of small contacts, caused by the echoes returned from the waves. Any dark streaks radiating outwards from the centre represent blind or shadow sectors.

The best method however, is to observe a small target vessel at the edge of a short range, as your vessel’s course is altered. Note: the bearing when the target disappears and then reappears

Question 29

How would you determine risk of collision or a close quarters situation?

Answer 29

Take Compass bearings. If the range is reducing and the compass bearing is not changing much risk of collision or a close quarters situation exist.
Beware that with large vessels or towing vessels at close range even when an appreciable bearing change is evident ROC may sometimes exist .

Question 30

What means are used to determine if a close quarters situation exists?

Answer 30

All available means must be used.
Which includes:
* Radar (if available) to get early warning of the risk of collision by radar plotting or equivalent systematic observation of detected objects. (e.g. ARPA, AIS).
* Compass bearing. If the range is reducing and the compass bearing is not changing much or it is a large vessel or towing vessel at close distance.
If there is any doubt, then a risk of collision shall be deemed to exist.

Question 31

What 4 actions can you take to avoid a collision?

Answer 31

(i) an early and bold alteration of course, as long as you do not put your vessel into another close quarter situation/risk of collision with another vessel

(ii) slow your vessel down

(iii) stop your vessel

(iv) come astern with your vessel

Question 32

If you make an alteration of course, what have you to watch out for?

Answer 32

That it has the desired result and that you do not put yourself into a close quarter’s situation with another vessel.

Question 33

Discuss how action to avoid collision should be taken.

Answer 33

In accordance with the Rules, positive, made in ample time, with regard to good seamanship.

Question 34

What does good seamanship mean when takeing action to avoid collision

Answer 34

This requires that the action:
* Shall be effective, made early, be apparent to the other vessel.
* With regard to existing dangers to navigation that the necessary signals shall be given.
The new course shall be followed without yawing.

Question 35

What do you understand about the term “scanty information” from - RULE 7 Risk of Collision
(a) …….
(b) ……..
(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.?

Answer 35

Scanty information is making a decision without having all the information.
- Any conclusion based on simple observation of the radar without a plot is scanty information. It is risky and unreliable. 
- Scanty information depends on what information is presently available and how much more information can be assessed before an action can be taken.
- Scanty information is when an officer of the watch fails to determine accurately and with a satisfying degree of certainty whether there is arisk of collision. It is when the information is of poor quality and where more information must be gathered to determine therisk of collision.
At times it may be very difficult to decide with certainty if there is arisk of collision. In such cases it is the best practice to assume that there is a risk, until it is proven otherwise.
It is dangerous to make assumptions. Actually, the OOW must make “conclusions” rather than assumptions.

Question 36

When altering course, are a series of small alterations acceptable in lieu of a large alteration.

Answer 36

No. A large alteration is readily apparent to the other vessel whereas a series of small alterations is not.

Question 37

Which side of a narrow channel must you proceed along?

Answer 37

As near to the outer limit of the cannel or fairway on the vessels starboard side as is safe and practicable.

Question 38

When is a vessel allowed to move away from the starboard side of the narrow channel or fairway?

Answer 38

• When the draught makes it necessary
• In case of bank suction
• For obstacles on the starboard side
• Vessel aground
• Vessel at anchor
• Vessels engaged in certain operations
• To join another fairway
  To call at a harbour

Question 39

What precautionary steps can you take if without apparent reason an incoming vessel does not keep to the starboard of the channel or fairway?

Answer 39

• Give warning signal - 5 short blasts
• Reduce speed
• Keep to starboard side as is safe and practicable
• Take all way off

Question 40

Which vessels may not hamper the passage of a vessel that can only navigate in a narrow channel?

Answer 40

• Sailing vessels.
• A vessel engaged in fishing.
• A vessel of less than 20m in length.
• A vessel must not cross a channel if to do so would impede the passage of another vessel which can navigate only within that channel.
  In most cases small craft can sail outside the main channel - check the chart Avoid anchoring in a narrow channel

Question 41

What is your action if a small vessel crosses a channel ahead of you and your ship can only navigate safely in that channel.

Answer 41

Sound 5 short blasts which can be supplemented with light.
Slow down or stop if no action taken by small vessel.
In an emeregency you can bring your ship to anchor.

Question 42

How do you join a TSS lane?

Answer 42

At the start of a lane or at a small an angle as possible to the lane.

Question 43

How do you leave a TSS lane?

Answer 43

At the end of a lane or at a small an angle as possible to the lane.

Question 44

How do you cross TSS lanes?

Answer 44

At 90° to the general flow of traffic (NOT THE LANE)

Question 45

If crossing a lane, what 3 vessels do not impede any vessel using a lane?

Answer 45

A fishing vessel, a sailing vessel and a power-driven vessel under 20 metres in length.

Question 46

What vessels can use the traffic separation zone?

Answer 46

Fishing vessels, anchor for emergency repairs, crossing vessels, to avoid immediate danger, to lay submarine cables or to do repairs to buoys within the scheme.

Question 47

Where can you anchor in a scheme?

Answer 47

Anywhere, as long as it’s to do emergency repairs, try and avoid anchoring in the lanes and at the terminations.

Question 48

What would you do if you had to stop your main engine to do emergency repairs in a lane and had to anchor?

Answer 48

Call up the VTS and advise them, also put out a security warning for other vessels that you’re at anchor, put up anchor lights and daytime signal.

Question 49

Who is the give way ship? A 102m long power-driven vessel proceeding along the lane and a 65m power-driven vessel crossing its bow from port to starboard.

Answer 49

The vessel crossing because a traffic separation scheme does not relieve any vessel from complying with other rules.

Question 50

How would you enter or leave a traffic separation scheme?

Answer 50

Normally join or leave a traffic lane at the termination of the lane. But when joining or leaving at the side, the vessel entering a traffic separation scheme should do it at an angle as small as practicable.

Question 51

How would you cross a traffic separation scheme and why do you cross it in the manner answered?

Answer 51

Ships must cross traffic lanes steering a course “as nearly as practicable” at right angles to the direction of traffic. This reduces confusion and enables that vessel to cross the lane as quickly as possible.

Question 52

What vessels are exempted from complying with the traffic separation rules to the extent necessary to carry out their operation?

Answer 52

Vessels restricted in their ability to manoeuvre when engaged in the maintenance of safety of navigation,
or laying, servicing nor picking up a submarine cable, within the traffic separation scheme.

Question 53

Can a vessel engage in fishing in a traffic lane?

Answer 53

• Yes she may, provided she does not impede the safe passage of a vessel following the lane.
  Prudent seamanship would stop her fishing in the lane as she could become hampered by her gear when she is required to move out of the way of a vessel following the lane.

Question 54

Which vessels may not hamper the safe passage of a vessel following a traffic lane?

Answer 54

• A vessel engaged in fishing.
• A vessel of less than 20m in length.
  Sailing vessels.

Question 55

T.S.S. You are the OOW of an oil tanker in a lane, and on your starboard bow a fishing vessel crossing the lane on a steady bearing. You are displaying deep draft signals. The fishing vessel does not slow down or alter. What is your response and action if the fishing vessel keeps her course and speed?

Answer 55

Stand on with caution
Make a warning signal
Slow down or stop,
Alternatively, if practicable and does not result in another close quarter situation make a bold alteration to port and take a full turn to get rid of the risk of collision.

Question 56

If you’re in a power-driven vessel, crossing a scheme, does it matter what size the power-driven vessel is that you’re in?

Answer 56

Yes, if under 20 metres and crossing a lane, then your not to impede the SAFE PASSAGE of a POWER DRIVEN vessel that is in the traffic lane that is going with the flow of traffic, if over 20 metres you would stand-on with caution maintaining your course and speed, the Power-driven vessel that is in the lane has to take action as per Rule 8 or leave the lane at 90 degrees to take the risk of collision out.

Question 57

You are in a 30 meter power-driven vessel crossing a lane, and there is a power-driven vessel on your port bow in a lane, the bearings are steady and the distance is closing, what are you going to do?

Answer 57

Stand-on with caution, maintaining your course and speed.
Make a warning signal Slow down or stop,
Alternatively, make an early and bold alteration away from him, in this case, 1 short blast on the whistle and an early and bold alteration to starboard and show him your sternlight.

Question 58

May a vessel engaged in fishing, cross a scheme?

Answer 58

Nothing in the rules prohibit him from doing so, but he may not impede the PASSAGE of ANY vessel following a traffic lane as this would defeat the purpose of the TSS if ships have to weave through fising vessels and their nets.

Question 59

What is the difference between not impedeing the “PASSAGE” and “not impedeing the SAFE PASSAGE” of a vessel?

Answer 59

Not impeding the “PASSAGE” of a vessel means that you are required to stay clear of such vessel at all times.
Not impeding the “SAFE PASSAGE” of a vessel means that you are required to stay clear of such vessel only if you would hinder the safe passage of the other vessel as she may have nowere else to go.

Question 60

In what situations and witch vessels are instructed by the rules not to impede “THE PASSAGE “ of other vessels?

Answer 60

• A vessel <20m or Sailing vessel shall not impede “THE PASSAGE” of a vessel that can only navigate safely within a narrow channel
• Vessel engaged in fishing shall not impede “THE PASSAGE” of ANY vessel navigateing within a narrow channel or following a TSS traffic lane.
  A vessel may not cross a narrow channel if it impedes “THE PASSAGE” of a vessel that can only navigate safely within the narrow channel

Question 61

In what situations and witch vessels are instructed by the rules not to impede “THE SAFE PASSAGE “ of other vessels?

Answer 61

• A vessel intending to overtake within a narrow channel may do so ONLY if overtakem vessel permit “SAFE PASSAGE”.
  A vessel <20m or Sailing vessel shall not not impede “THE SAFE PASSAGE” of a power driven vessel that following a TSS traffic lane.

Question 62

What is the responsibility of a vessel which is required by the rules not to impede the passage or safe passage of another vessel?

Answer 62

Shall If the circomstances of the case admit
* Take early action to allow sufficient sea room.
* Allow safe passage of the other vessel.
* If involved in a Risk of Collision must take action as per Rules (In accordance with Rule 8 – ROC)

Vessels which is required to keep out of the way must not hinder the passage of another vessel and therefore must take early action and keep clear. If they fail to do so they must avoid a close quarter situation.
The stand on vessel is still has to follow the rules and take action to avoid a collision irrespective whether the other vessel takes action or not.

Question 63

If you’re in a power-driven vessel, and on your port bow there is another power-driven vessel, who is standing-on a collision course, you’ve gave him 5 or more short and rapid blasts on the whistle, you got no response from him, what action will you take now?

Answer 63

Slow down or stop,
Alternatively, if practicable and does not result in another close quarter situation make a bold alteration to Stbd and take a full turn to get rid of the risk of collision.

Question 64

What is the fog signal for a vessel at anchor?

Answer 64

A vessel at anchor, in fog, will sound a rapid ringing of the ship’s bell, in the forepart of the vessel for a period of about 5 seconds, at intervals of not more than 1 minute. If the vessel is more than 100m in length, the bell signal would also be followed by the gong signal, in the aft part of the vessel

Question 65

Which vessels do not display anchor lights when at anchor?

Answer 65

• A vessel of less than 7 meters in length, when at anchor not in or near a narrow channel, fairway or where other vessels normally navigate.
• A vessel engaged in fishing.
• A vessel engaged in dredging or underwater operations.
  Whenever the size of a vessel engaged in diving operations makes it impracticable to exhibit all lights and shapes prescribed in Rule 27.

Question 66

What signals could a vessel aground sound to provide additional warning of her predicament.

Answer 66

The Morse signals :
* “U” you are running into danger
“L” you should stop your vessel instantly.

Question 67

Which vessels do not display masthead lights when underway and making way?

Answer 67

• A power-driven vessel of less than 12 metres may display only an all-round white light and sidelights
• A power-driven vessel of less than 7 metres whose maximum speed does not exceed 7 knots must be capable of showing a white light
• Vessels being towed that are not inconspicuous or partly submerged.
• Any number of vessels being towed or pushed together
• A sailing vessel underway
• A vessel under oars
• A vessel when engaged in trawling less than 50m in length
• A vessel engaged in fishing,
• A vessel not under command
• vessel engaged on pilotage duties

Question 68

What are the manoeuvring signals for vessels in sight of one another?

Answer 68

• 1 Short (1s) Turning to STBD
• 2 Short (1s) Turning to PORT
• 3 Short (1s) Engines going Astern
• 5 Short (1s) Attention Look Out
• 2 Long (5s) & 1 Short (1s) Overtake STBD
• 2 Long (5s) & 2 Short (1s) Overtake PORT
• Long (5s) Short (1s) Long (5s) Short (1s) Agree
• 1 Long (5s) Approaching Bend

Question 69

Do sailing vessels signal their intentions when manoeuvring about one another?

Answer 69

No, it is only power driven vessels that sound one of the three signals at right when indicating their maoevring intentions when in sight of one another.

Question 70

What signals do vessels make to indicate their presence in conditions of reduced visibility, that is they are not in sight of one another.
1. Power driven vessel underway
2. Power driven vessel stopped
3. Lame Ducks
4. Last vessel in tow, if manned
5. Pilot vessel
6. At anchor
7. At anchor more than 100m
8. Optional whistle signal for a vessel an anchor.
9. Vessel aground

Answer 70

(every 2 minutes)
Power driven vessel underway and making way = 1 Long (5s)

Power driven vessel stopped and not making way = 1 Long (5s)

Sailing; Fishing; RAM; CBD; NUC; Towing; and Mine clearance operations =
1 Long (5s) 2 Short (1s)

Last vessel in tow, if manned (immediately after the towing vessels signal) = 1 Long (5s) 3 Short (1s)

Pilot vessel. Sounds the compulsory signal for a vessel of her type, more than likely a power driven vessel and in addition she MAY sound four short blasts to identify herself as the pilot vessel.

(every 1 minute)
At anchor = Rapid ringing of the bell for 5 seconds every 1 minute.

At anchor more than 100m LOA = Rapid ringing of the bell for 5 seconds in the forepart followed immediately with the rapid ringing of the gong for 5 seconds in the after part.

Optional whistle signal for a vessel an anchor = Short (1s) Long (5s) Short (1s)

Vessel aground . Same as a vessel at anchor except that before and after the rapid ringing of the bell, there are three clear and distinct strokes on the bell.

Question 71

What is the difference between manoeuvring and fog signals?

Answer 71

Manoeuvring signals are made by vessels in sight of one another and fog signals are made in conditions in or near restricted visibility where the vessels are not in sight of one another

Question 72

Your vessel is not a designed towing vessel. However, you are undertaking a tow. How would you indicate that you are towing at night?

Answer 72

Shine a search light along the tow wire or rope in the direction of the tow. Broadcast a “Securite” message warning shipping of your tow.

Question 73

What is the time interval between a repetition of the one prolonged blast for a power driven vessel making way in reduced visibility?

Answer 73

Not less than 10 seconds.

Question 74

What sound signaling equipment must be carried by the following vessels?
1. Vessel >100m
2. Vessel >20m
3. Vessel >12m
4. Vessel <12m

Answer 74

1. Vessel >100m - Whistle + Bell + Gong
2. Vessel >20m - Whistle + Bell
3. Vessel >12m - Whistle
4. Vessel <12m - Any means of Making an efficient signal.

Question 75

Minimum range of visibility in nautical miles:
Masthead, Sidelight, Sternlight, White, red, green or yellow all round lights
1. Vessel >50m
2. Vessel >20m - < 50m
3. Vessel >12m - < 20m
4. Vessel <12m

Answer 75

1. Vessel >50m, MH = 6M Other = 3M
2. Vessel >20m - < 50m, MH = 5M Other = 2M
3. Vessel >12m - < 20m , MH = 3M Other = 2M
4. Vessel <12m, MH = 2M, SL = 1M, Other = 2M

Question 76

What are the characteristics of day shapes

Answer 76

Shapes:
1. Always black
2. All diameters 0.6m and cones to have a height of 0.6m
3. Vertical distance between shapes at least 1.5m
For vessels <20m in length; distance apart may be correspondingly reduced.

Question 77

What is the arc of visibility of the following lights?
* Mast head light
* Side lights
* Stern light and
* All-round light.

Answer 77

• Mast head light = 225º / 16 pts, 22.5º abaft beam port & stud
• Side lights = 112º / 10 pts, 22.5º abaft beam
• Stern light = 135º / 12 pts,
• All-round light.= 112º / 32 pts

Question 78

A “stand on” vessel must?

Answer 78

• Maintain course and speed
• Take avoiding action by her action alone when it becomes obvious that the “give way” is not taking action or sufficient action to avoid a collision
• Her action must that as will best avoid collision
  She shall avoid altering course to a vessel on her port side

Question 79

The “give way” vessel must?

Answer 79

Take early and substantial action to keep well clear.

Question 80

Must every vessel overtaking another vessel keep clear. Even a vessel “Not under Command”?

Answer 80

Yes. The overtaking vessel must keep clear until she is well clear of the vessel being overtaken.
Even if she is “Not under Command”.

Question 81

You have been overtaken on your staboard side by a power driven vessel. She is three points on the starboard bow at a range of 4 cables when she starts altering course to port. What is your action?

Answer 81

Notwithstanding anything contained in the steering rules Part B the overtaking vessel is required to keep clear of the vessel being overtaken, any subsequent alteration of the bearing between the vessels does not relieve her of her duty to keep clear.

Imediately Sound 5 short and rapid blasts and proceed with caution.

To allow more time if practicable slow your vessel down
 immediately, and assess the situation if needed to bare steerageway until danger has past and clear.

Alternatively for larger vessels a bold alteration of 360º to port can be made If circumstances of the case admit and does not put own vessel in another close quarter situation.

Question 82

Why do junior officers show a reluctance to alter course to port in a crossing situation with another vessel that is not a power-driven vessel?

Answer 82

Students who appear for the level 3 assessment show a reluctance to alter course to port for any of the “shall keep out of the way of” in Rule 18. They always alter to starboard or stop.
There are only two places where the “avoid altering course to port” rule appears and they are:
Rule 17 - Action by Stand-on Vessel
(a) A power-driven vessel which takes action in a crossing situation in accordance with sub-paragraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side; a
Rule 19 - Conduct of Vessels in Restricted Visibility
(d) A vessel which detects by radar alone the presence of another vessel shall determine if a close quarters situation is developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such action consists of an alteration of course, so far as possible the following shall be avoided:
 (i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;

Therefore when exercising the expression “shall keep out of the way of” you can:
* alter course to port or starboard
* slow down;
* stop; or go astern.

Question 83

Which vessels mentioned in thr Rules of the Road are considered to be power-driven vessels in Rule 15 “The Crossing Situation”?

Answer 83

1. Power driven vessels.
2. Piliot vessels.
3. Air cushion vessels in air cuashion mode.
4. Vessels engaged in towing not restricted in her ability to manoeuvre.
5. Hydrofoils up on the step.
6. A WIG manoeuvring on the water.
7. A sea plane manoevring on the water where a risk of collision exists.

Question 84

Which vessels do not display masthead lights when underway and making way?

Answer 84

A power-driven vessel of less than 12 metres may display only an all-round white light and sidelights
A power-driven vessel of less than 7 metres whose maximum speed does not exceed 7 knots must be capable of showing a white light
Vessels being towed that are not inconspicuous or partly submerged.
Any number of vessels being towed or pushed together
A sailing vessel underway
A vessel under oars
A vessel when engaged in trawling less than 50m in length
A vessel engaged in fishing,
A vessel not under command
A vessel engaged on pilotage duties

Question 85

The responsibility between ship’s rule (Rule 18) requires which ships to keep clear of which ships?

Answer 85

1. NUC
2. RAM
3. CBD - Navigate with extreme caution
4. Fishing
5. Sailing
6. Power Driven Vsl
7. Plane

Question 86

Who is the give way vessel between a vessel “NUC” and a vessel restricted in her ability to manoeuvre “RAM”?

Answer 86

Take note that in Rule 18 there is no specified responsibility between a vessel NUC and a vessel RAM. The rule is silent on this matter. It is often misunderstood that he NUC is the stand-on vessel and the RAM vessel is the keep clear vessel. Whe in sight of eah othet they should endeavour to keep clear of eah other. With AIS and Nav Warnings they should be well aware of each other predicamens and common sense should prevail.

Question 87

If you make an alteration of course, what have you to watch out for?

Answer 87

That it has the desired result and that you do not put yourself into a close quarter’s situation with another vessel.

Question 88

What do you understand by “fully appraisal of the situation and of risk of collision”?

Answer 88

The officer of the watch (OOW) must be constantly aware of what is happening on the vessel and what is going on outside around the vessel.This includes:

1. On your own vessel.
You must constantly know your exact vessel position and be aware of all dangers to navigation you are going to encounter, such as banks, shallows, rocks, wrecks, buoys, etc. When you take over the watch, you check your position on the chart and according to your speed you determine the way you will run during the watch. You also study all dangers you may encounter. You then make a photostat copy in your mind of that portion of the chart which will allow you to anticipate what and when you will see and/or meet obstacles.
You need to check and plot a new fix at regular intervals.Ensure that the vessel remains on track.
You need to be well acquainted with the atmospheric and hydrographic elements during your watch.
You need to know direction and force of the wind and state of the sea at all times. The direction and speed of current.
At all times, check the depth of water available and check for shallows and banks. They can
produce bank suction, squat or sheering which may influence steering capacity and reduce the speed.
If there is any risk of collision, ensure OOW know to CALL THE MASTER, check if the engines are ready for use.
At night, check if your navigation lights are burning. Also check is the radar is operational or at-least on stand by.
Make sure the assistance watch keeper is on the bridge so that you can immediately switch over from automatic to manual steering.

2. Outside the vessel around you.
 When you see any potential treat or a definite risk of collision from other vessel, take the following precautionary measures:
   Regular compass bearing.
   Radar plotting for data acquisition - course and speed.
   Call the Master if a close quarters or collision situation is or has developed.
   Check how the vessel behaving. Is the vessel is keeping a steady course or sheering.
   Sounding the appropriate sound signal or make light signal with aldis lamp.
   Be aware of interaction between vessels if you are following a parallel course.

Question 89

Discuss how action to avoid collision should be taken.

Answer 89

In accordance with the Rules, positive, made in ample time, with regard to good seamanship.

Question 90

What does good seamanship mean when action to avoid collision?

Answer 90

This requires that the action:
* Not be based on scanty information.
* Shall be effective, made early, be apparent to the other vessel.
* With regard to existing dangers to navigation that the necessary signals shall be given.
The new course shall be followed without yawing.

Question 91

What is meant by good seamanship according to the ROR?

Answer 91

Good seamanship means:
– Strict observance of all COLREGS requirements
– Taking measures to avoid collision based on knowledge and on experience
Thus:
 Observance of the Rules
 Professional conduct in circumstances not covered by the Rules

Question 92

Give a few examples regarding negligence in complying with the rules?

Answer 92

– Not maintaining a proper look-out
– Not keeping a safe speed when necessary
– Not using all available means to avoid collision
– Not taking bearings
– Not making a proper use of radar
– Not keeping to the starboard side of a narrow channel (if possible)
– Not making a proper use of a traffic separation scheme
– Not observing the Steering and Sailing Rules
– Not carrying the correct lights and shapes
– Not sounding the fog signals

Question 93

Give some examples of precautionary measures required by good seamanship or by special circumstances.

Answer 93

Check if the lights are really burning
Avoid yawing when required to keep on course
Answer any signal requiring an answer
Sound the required fog signals
Sound the required manoeuvring signals 
Keep clear of a vessel at anchor
Reduce speed in shallow waters
Avoid inappropriate use of mobile phones
Act with your experience and common sense

Question 94

It is appropriate to make a personnel call on your mobile phone or to listen to your i-pod while on watch?

Answer 94

No. You are failing to keep a proper watch if you are busy on your mobile phone or if you have your attention distracted while listening to your i-pod.

Question 95

Would you consider a give-way vessel at a distance of 5 nautical miles to be an immediate danger?

Answer 95

No. But depending on the size, speed and course of the give-way vessel (which can be assessed on the radar), extra vigilance is required especially if your own vessel is also rather large and fast with a stopping distance of 2 to 3 nautical miles.
If at a distance of 2 to 3 nautical miles (depending on the circumstances) the give-way vessel does not show any incentive to alter course, I would start to take some precautionary measures such as sounding a warning signal. If the give-way vessel still does not react, I will, in due course, seriously consider applying Rule17 and taking action myself, such as reduce speed, stop engine, apply astern propulsion and alter course.

Question 96

During a coastal passage, you receive a call from the bridge from the OOW, he sighted a vessel aground directly ahead. When reaching the bridge the vessel is 3 miles away and your own vessels still proceeding at full sea speed. What action would you take?

Answer 96

a) Very Quickly Assess the situation. Check if the vessel ahead is actually agroung an indication that I might put my own vessel aground, if so activate the emergency stopping program by putting the telegraph from full ahead to full astern in one swift movement.
b) Place engineer and crew on imediate ‘stand-by’ and take all way off own ship.
c) Position lookouts and turn from auto pilot to manual steering.
d) Check the echo sounder and note the Under keel Clearance.
e) Compare the actual depth of water with the charted depth.
f) Carry out a ‘chart assessment’ to include own ship’s position relative to the position of the vessel aground.
g) Carry out an assessment of the extent of the shoal that the vessel has run aground on.
h) Have crew standby forward and Prepare anchors for immediate use.
i) Communicate with the vessel aground, with station identification, obtaining the draught of the aground vessel and the time of grounding.
j) Plot safest exit route, the safest route may be to go back exactly the way you came.

Question 97

Would you consider a complete steering gear failure in narrow channel to be an immediate danger?

Answer 97

Yes. As soon as the vessel is not under command (NUC), take all precautionary actions/measures such as showing the NUC lights or shapes,reduce speed or stop the vessel by applying astern propulsion and hold the anchors ready to stop the vessel more drastically if necessary.

Question 98

What is the action of the Master when called to the bridge in a case of extremis?

Answer 98

There is no standard answer to this question.
Every case will have a different scenario.
However some important points to keep in kind are.
1. Take the con.
2. Reduce speed or go astern. Make time to assess the situation.
3. Take a deep breath and get the facts as quickly as possible.
4. Make an assessment.
5. Know the advance of your ship.
6. If you must take manoeuvring action, turn away from danger before a range of “3 X the advance” is reached.
7. If collision cannot be avoided, sound the general alarm and steer a course to make a glancing blow.
8. Depending on the circumstances, use the anchor(s). Never go aground with the anchor in the hawse pipe.
Collision Imminent:

Whatever action you take, it should be to prevent contact, however if collision is unavoidable you should reduce damage to ‘sensitive’ areas of both vessels.

To reduce the damage you can:
* Take speed off the vessel (full astern, etc).
* Attempt to reduce the impact by turning the vessel. A glancing blow rather than a direct contact.
A bow to bow situation or bow to quarter situation will be far less damaging than the bow cutting directly into the other vessel’s hull, particularly near the engine room compartment.

Question 99

In restricted visibility, What steering and sailing rules apply to ships in conditions of reduced visibility?

Answer 99

Rule 19- Conduct of vessels in reduced visibility anhd
Section 1 of PART B – Conduct of vessels in any condition of visibility.
Rule 4- Application.
Rule 3 – Look out. ‘
Rule 6 – Safe Speed.
Rule 7 – Risk of collision.
Rule 8 - Action to avoid collision.
Rule 9 – Narrow channels
Rule 10 – Traffic separation schemes.

Question 100

Does Rule 15 – “The Crossing Situation” apply to ships in reduced visibility?

Answer 100

No. It applies only to ship’s in sight of one another.

Question 101

What speed must you maintain in or near an area of reduced visibility.

Answer 101

A safe speed as is defined in Rule 6.

Question 102

What safety measures must you take when navigation in an area or near to an area of reduced visibility?

Answer 102

Maintain a safe look out. - Rule 3
Proceed at a safe speed. - Rule 6
Use all available means to determine a risk of collision. - Rule 7
Use radar correctly. – Rule 7(b)
Take proper avoiding action. - Rule 8
Navigate with caution in narrow channels and traffic separation schemes. –Rules 9 and 10.

Question 103

In restricted visibility, What must you do when you detect a target by use of the radar alone?

Answer 103

Determine if there is a close quarters situation or risk of collision.

Question 104

In restricted visibility, How would you determine if there was a close waters situation or risk of collision?

Answer 104

By manual plotting.
Using ARPA.
By using AIS to confirm my plot above.

Question 105

On board a 2 year old 7560GT container ship, describe how you would ensure that you were not acting on scanty information when determining a course of action of a target 4 points on the starboard bow at a range of 7 miles. In restricted visibility,

Answer 105

Acquire the target with ARPA.
Wait about 1 minute for ARPA to refine target’s information. Compare ARPA info with the of the AIS.
If the information from both systems is the same or nearly the same, then I can reliably use the information to determine a course of action.

Question 106

Can you use your VHF combined with AIS to practice collision avoidance in reduced visibility?

Answer 106

The use of VHF for collision avoidance is frowned upon. It is not outright banned as the Rules state all available means should be used to keep a proper look out. All vessels should, at all times, be navigating and taking action to avoid collision in accordance with the COLREGS and VHF must not be relied upon for collision avoidance purposes.
Some identified dangers in the use of VHF leading to a close quarter situation or a collision are:–
* Over reliance on VHF for extended periods proving to be a distraction and resulting in the loss of valuable time that should have been better utilized to take more timely and appropriate action for purposes of collision avoidance.
* English not being the first language where the potential for VHF assisted collision is enhanced through misunderstanding of the message and/or the difficulty or delay in interpretation of VHF communications.
* The risk of collision being further amplified when collision avoidance action agreed over VHF is in contravention of the COLREGS or other local regulations, the VHF communication providing a false sense of security that a developing situation is under control.
* Over reliance on VHF for collision avoidance causing, breakdown in effective bridge team management, the bridge team assuming that the other vessel may take appropriate action, once again providing a false sense of security.
On occasions, AIS signal / identifiers can jump between vessels, particularly when navigating in close proximity of busy shipping lanes, VHF communication could consequently be based on scanty information and enhance the risk of collision, particularly in the hours of darkness.

Question 107

In restricted visibility, What precautionary measures shall a vessel take when she hears a fog signal apparently forward of the beam?

Answer 107

Except where it has been determined that a risk of collision does not exist, she shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

Question 108

In restricted visibility, What precautionary measures shall a vessel take when she cannot avoid a close quarters situation with another vessel forward of the beam?

Answer 108

Except where it has been determined that a risk of collision does not exist, she shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

Question 109

You are in dense fog on a course of 045°(T) at a speed of 11 knots. The radar screen is clear of any targets. The lookout enters the wheelhouse and reports a not so loud fog signal of one prolonged blast ahead of the beam line on the starboard side. What is your action?

Answer 109

Immediately slow down to a speed whereby I can just maintain steerage way.

Fog Signals are designed to be audible up to 2M for vessel > 200m, However a vessels 75m - 200m is audible to 1.5M, vessels 20m - 75m audible to 1M and Vessels < 20m only audible to 0.5M

Question 110

In restricted visibility, lookout reports the fog signal of one blast is getting louder. Now what is you action?

Answer 110

Stop and navigate with extreme caution until the danger has passed.

Fog Signals are designed to be audible up to 2M for vessel > 200m, However a vessels 75m - 200m is audible to 1.5M, vessels 20m - 75m audible to 1M and Vessels < 20m only audible to 0.5M

Question 111

In restricted visibility, the target is on a steady bearing 5 points on the port bow, range decreasing. Target is now 2.8 miles away, what is your action?

Answer 111

Alter course at least 45° to 60 to starboard. For a target crossing forward of the beam, you shall avoid an alteration of course to port. However, the better answer here is to slow down or stop, because going to starboard, parallels the targets course and it may take some to clear the target.

Question 112

In restricted visibility, the target is on a steady bearing 5 points on the starboard bow, range decreasing. Target is now 2.8 miles away, what is your action?

Answer 112

Alter course at least 45° to 60 to starboard. For a target crossing forward of the beam, you shall avoid an alteration of course to port.

Question 113

In restricted visibility, the target is on a steady bearing just on the port bow, range slowly decreasing. Target is now 2.8 miles away, what is your action?

Answer 113

Alter course either to starboard or port as you are overtaking. It is preferable to pass the target on her starboard side as this keeps your starboard bow clear.

Question 114

In restricted visibility, the target is on a steady bearing one point abaft the starboard beam, range decreasing. Target is now 2.8 miles away, what is your action?

Answer 114

Alter course at least 45° to 60 to port. You may not alter course towards a target on the beam or abaft the beam.

Question 115

In restricted visibility, the target is on a steady bearing one point abaft the port beam, range decreasing. Target is now 2.8 miles away, what is your action?

Answer 115

Alter course at least 45° to 60 to starboard. You may not alter course towards a target on the beam or abaft the beam.

Question 116

In restricted visibility, you hear a fog signal forward of the beam. You have no target on the radar screen. What is your action?

Answer 116

Reduce speed to just where steerage way can be maintained. If necessary bring your ship to a stop and navigate with extreme caution until the danger has passed.

Question 117

List 10 internationally recognized distress signals.

Answer 117

The V sheet or V flag is an Australian recognized distress signal. It means I require urgent assistance)
The following signals, used or exhibited either together or separately, indicate distress and need of assistance:
(a) a gun or other explosive signal fired at intervals of about a minute;
(b) a continuous sounding with any fog‑signalling apparatus;
(c) rockets or shells, throwing red stars fired one at a time at short intervals;
(d) a signal made by any signalling method consisting of the group · · · - - - · · · (SOS) in the Morse Code;
(e) a signal sent by radiotelephony consisting of the spoken word “MAYDAY”;
(f) the International Code Signal of distress indicated by N.C.;
(g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball;
(h)flames on the vessel (as from a burning tar barrel, oil barrel, etc.);
(i) a rocket parachute flare or a hand flare showing a red light;
(j) a smoke signal giving off orange-coloured smoke;
(k) slowly and repeatedly raising and lowering arms outstretched to each side;
(l) a distress alert by means of digital selective calling (DSC) transmitted on:
(i) VHF channel 70; or
(ii) MF/HF on the frequencies 2187.5 kHZ, 8414.5 kHZ, 4207.5 kHZ, 6312 kHZ, 12577kHZ or 16804.5 kHZ
(m) a ship-to-shore distress alert transmitted by the ship’s Inmarsat or other mobile satellite service provider ship earth station;
(n) signals transmitted by emergency position‑indicating radio beacons;
(o)approved signals transmitted by radio communication systems, including survival craft radar transponders.

Question 118

For a vessel of more than 60mm inlength describe the positioning of the masthead lights.

Answer 118

For vessels greater than 20m - The fwd light or if only one light is carried: at a height of not less than 6m above the hull and if the breadth of the v/l exceeds 6m, then at a height of not less than that breadth but never more than 12m.

When 2 lights are fitted:
The after light at least 4.5m higher than the fwd light:
but always that these lights are seen separately when viewed at sea level from 1000m ahead.

Question 119

What is the horizontal distance between the masthead lights on a vessel of 60m in overall length?

Answer 119

The horizontal distance between the lights shall not be less than ½ Length of the vessel but not greater than 100M

Question 120

The forrad masthead light shall be positioned how far from the stem?

Answer 120

The fwd light not less than ¼ L from the stem.

Question 121

Describe the positioning of the ship’s sidelights?

Answer 121

Height above the hull not more than ¾ the height of the fwd masthead light.
Not so low that they can be interfered with by deck lights.
Power driven vessel of more than 20m: must be as near as possible to the sides of the vessel and not fwd of the masthead light.

Question 122

What is the spacing of two or more all round lights carried in a vertical line?

Answer 122

For vessel more than 20m: vertical spacing at least 2m. Lowest light at least 4m above the hull.
For vessel less than 20m: vertical spacing at least 1m. Lowest light at least 2m above the hull.
If more than 2 lights carried, then equally spaced.

Question 123

At what angle will the sidelights cut out across the bow of the ship?

Answer 123

In the forward direction, sidelights as fitted on the vessel shall show the minimum required intensities. The intensities must decrease to reach practical cut-off between 1 degree and 3 degrees outside the prescribed sectors.

Question 124

At what angle will the masthead and sidelights cut out at the 2 points abaft the beam position?

Answer 124

For sternlights and masthead lights and at 22.5 degrees abaft the beam for sidelights, the minimum required intensities shall be maintained over the arc of the horizon up to 5 degrees within the limits of the sectors prescribed in Rule 21. From 5 degrees within the prescribed sectors the intensity may decrease by 50 percent up to the prescribed limits; it shall decrease steadily to reach practical cut-off at not more than 5 degrees outside the prescribed sectors.

Question 125

What is the maximum amount an all round light may be obscured by masts or structures onboard ship?

Answer 125

All-round lights shall be so located as not to be obscured by masts, topmasts or structures within angular sectors of more than 6 degrees, except anchor lights prescribed in Rule 30, which need not be placed at an impracticable height above the hull.
If it is impracticable to comply with paragraph above by exhibiting only one all-round light, two all-round lights shall be used suitably positioned or screened so that they appear, as far as practicable, as one light at a distance of one mile.

Question 126

What is bridge team management?

Answer 126

Bridge team management is the effective management and utilisation of allresources, human and technical, availableto the bridge team, to ensure the safecompletion of the vessel’s voyage. Good Bridge Team Management is an essential tool in ensuring that a ship is well run.

Question 127

What are the critical elements of bridge team management?

Answer 127

1. Communications – Messages could not be received or they could be misunderstood, be inaccurate, incomplete, ambiguous or garbled.
   It is important for crew members to acknowledge and repeat orders to ensure that they are well understood.
   It is the duty of all officers and crew members to cross check and cross question.
   It is important to maintain a common language on board the vessel so that communication can become easier and quicker.
2. Teamwork - Working in a team helps to address challenges together faced by crew members on a daily basis.
   A team approach ensures that all crew members are involved in problem solving and are not just mere spectators.
   It is important that the bridge team share a common view of the intended passage. If in any doubt the lookout personnel should speak up.
   Every individual can contribute in his/her best possible way and come up with better ideas when working as a team.
3. Decision making- The captain is the final authority on board the ship. However it is quite important for the decision maker to take valuable inputs from officers and crew members.
   Before taking any decision it is vital to gather relevant and pertinent information. A wrong decision taken can led to many unwanted situations on-board ships.
   It is therefore important to conduct regular meetings, interact with officers and crew members and take opinions that can help to produce a final choice from
   several available options and thus make a more deliberate and thoughtful decision.
4. Situational awareness - Every mariner should think and plan well ahead of time. Officers as well as crew members should be aware of the external and internal conditions that can affect ship safety.
   Mariners should keep their eyes and ears open and active at all times and be prepared for the unexpected.
   It is always important to correlate what is going on in the present to what has gone on in the past and what may go on in the future.
   Officers often tend to sit in front of the radar or stand in one position than strolling from one side of the bridge wing to the other. They are not aware of what exactly is happening outside the bridge windows in a highly frequented sailing area.
5. Fatigue: The ability to analyse is severely impaired due to tiredness.
   Irregular sleep and poor rest causes distraction of mind leading to poor performance.
   Accidents often occur when workload demands exceed crew capabilities.
   It is very important to manage crew’s duty schedule to preserve their energy to the extent possible so that they have their clarity of mind.
   Things go a lot smoother if proper work and rest hours are maintained on-board the ships. In turn awareness regarding the hazards of the task is reduced.

Question 128

What is a bridge team?

Answer 128

All ship’s personnel who have bridge navigational watch duties will be part ofthe bridge team.
The OOW is in charge of the bridge and the bridge team for that watch, until relieved.
The master and pilot(s), as necessary, will be supported by the team, which will comprise the OOW, a helmsman and look-out(s) as required.
It is important that the bridge team works together closely, both within a particular watch and across watches, since decisions made on one watch may have an impact on another watch.

Question 129

As Master what points would you take into consideration when organizing the bridge team?

Answer 129

1. An effective bridge organization should efficiently manage all resources available to the bridge and promote good communications and teamwork.
2. The bridge organization should be properly supported by a clear navigation policy incorporating shipboard operation procedures, in accordance with the company’s safety management system onboard ship as required by the ISM code.
3. In determining that the composition of navigational watch is adequate to ensure maintenance of a proper lookout, you should consider relevant factors including the following:
   Visibility, state of weather and sea;
   Traffic density and other activities occurring in the area in which the ship is navigating
   The additional workload caused by the nature of the ship’s functions, immediate operating requirements and anticipated manoeuvres;
   The fitness for duty of any crewmembers on call that are assigned as members of the watch.
   Knowledge of and confidence in the professional competence of the ship’s officers and crew.
   The experience of each OOW, and the familiarity of the OOW with the ship’s equipment, procedures and manoeuvring capability.
   Activities taking place on board the ship at any particular time, including radio communication activities, and the availability of assistance to be summoned immediately to the bridge when necessary.
   The operational status of bridge instrumentation and controls, including alarm systems.

Question 130

What is the relationship between the bridge team and the master?

Answer 130

When the master arrives in the bridge, his decision to take over control ofthe bridge from the OOW must be clear and unambiguous.
The bridge team should have a clear understanding of the information that should be routinely reported to the master, of the requirements to keep the master fully informed, and of the circumstances under which the master should be called.
It should be clearly established in the company’s safety management system that the master has the overriding authority and responsibility to make decisions with respect to safety and pollution prevention.
The master should not be constrained by a shipowner or charterer from taking any decision which in his professionaljudgement is necessary for safe navigation, in particular in severe weather and in heavy seas.

Question 131

What are the requirements imposed on the Master when organizing the bridge team?

Answer 131

He or she must:
1. ensure that then OOW and the ratings making up the watch are duly qualified.
2. ensure that the voyage must be planned.
a. Voyage plan must be verified and displayed.
b. If major deviation takes place, then an amended plan must be verified and implemented.
3. ensure that proper watchkeeping arrangements are in place.
4. ensure that under his or her general direction; the OOW is responsible for navigating the ship safely during his or her period of duty, when he or she will be particularly concerned with avoiding collision and stranding.
5. ensure that the officers and ratings shall be aware of the serious effects of operational or accidental pollution of the marine environment and shall take all possible precautions to prevent such pollution.
6. ensure that the OOW understands the master’s standing instructions on how he or she wants the watch managed. .
7. ensure that the following principles in keeping a navigational watch are implemented and adhered to:
a. That the OOW is the master’s representative and is primarily responsible at all times for the safe navigation of the ship and for complying with the COLREGS.
b. That a proper look out shall be maintained at all times in compliance with rule 5 of the COLREGS and shall serve the purpose of:
i. maintaining a continuous state of vigilance, by sight and hearing as well as by all other available means, with regard to any significant change in the operating environment;
ii. fully appraising the situation and the risk of collision, stranding and other dangers to navigation; and
iii. detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe navigation;
c. The look-out must be able to give full attention to the keeping of a proper look-out and no other duties shall be undertaken or assigned which could interfere with that task.
The bridge must be considered as a workplace.

Question 132

When may the OOW be the sole look out in daylight?

Answer 132

WHEN:
1. the situation has been carefully assessed and it has been established without doubt that it is safe to do so;
2. full account has been taken of all relevant factors including but not limited to:
i. state of weather;
ii. visibility;
iii. traffic density,
iv. proximity of dangers to navigation; and
v. the attention necessary when navigating in or near traffic separation schemes; and
assistance is immediately available to be summoned to the bridge when any change in the situation so requires

Question 133

What relevant factors must tye Master take into account when when determining that the composition of the navigational watch is adequate to ensure that a proper look out can continuously be maintained.

Answer 133

a. visibility, state of weather and sea;
b. traffic density, and other activities occurring in the area in which the vessel is navigating;
c. the attention necessary when navigating in or near traffic separation schemes or other routeing measures;
d. the additional workload caused by the nature of the ship’s functions, immediate operating requirements and anticipated manoeuvres;
e. the fitness for duty of any crew members on call who are assigned as members of the watch;
f. knowledge of and confidence in the professional competence of the ship’s officers and crew;
g. the experience of each officer of the navigational watch, and the familiarity of that officer with the ship’s equipment, procedures, and manoeuvring capability;
h. activities taking place on board the ship at any particular time, including radiocommunication activities and the availability of assistance to be summoned immediately to the bridge when necessary;
i. the operational status of bridge instrumentation and controls, including alarm systems;
j. rudder and propeller control and ship manoeuvring characteristics;
k. the size of the ship and the field of vision available from the conning position;
l. the configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting by sight or hearing any external development; and
any other relevant standard, procedure or guidance relating to watchkeeping arrangements and fitness for duty which has been adopted by the IMO.

Question 134

What factors does the Master have to take into account when making up the watch keeping arrangements?

Answer 134

When deciding the composition of the watch on the bridge, which may include appropriately qualified ratings, the master shall take into account the following factors:
a. at no time shall the bridge be left unattended;
b. weather conditions, visibility and whether there is daylight or darkness;
c. proximity of navigational hazards which may make it necessary for the officer in charge of the watch to carry out additional navigational duties;
d. use and operational condition of navigational aids such as radar or electronic position indicating devices and any other equipment affecting the safe navigation of the ship;
e. whether the ship is fitted with automatic steering;
f. whether there are radio duties to be performed;
g. unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures for their use and limitations; and
any unusual demands on the navigational watch that may arise as a result of special operational circumstances.

Question 135

May the lookout and the helmsman be the same person?

Answer 135

The duties of the look-out and helmsman are separate and the helmsman shall not be considered to be the look-out while steering, except in small ships where an unobstructed all-round view is provided at the steering position and there is no impairment of night vision or other impediment to the keeping of a proper look-out.

Question 136

What is a passage plan?

Answer 136

A passage plan is a comprehensive, berth to berth guide, developed and used by a vessel’s bridge team to determine the most favourable route, to identify potential problems or hazards along the route, and to adopt Bridge Management Practices to ensure the vessel’s safe passage.

Question 137

What are the essential steps for passage planning?

Answer 137

1. Appraisal
2. Planning
3. Execution
4. Monitoring

Question 138

Passage Planning, What is required under “Appraisal”?

Answer 138

In this stage, the master of the ship discusses with the chief navigating officer as to how he intends to sail to the destination port. This is the process of gathering all information relevant to the proposed passage, including ascertaining risks and assessing its critical areas. This involves information extracted from publications as well as those within the chart. The appraisal will include details from:
* Chart Catalogue
* Charts
* Ocean Passages of The World
* Routeing Charts
* Admiralty Sailing Directions
* Admiralty List of Lights and Fog Signals
* Admiralty List of Radio Signals
* Tide Tables
* Tidal Stream Atlas
* Notices to Mariners
* Admiralty Distance Tables
* Ships Routeing
* Navigational Warnings
* Mariner’s Handbook
* Load Line Chart (If necessary)
* Draft of Ship
* Owners and other sources
* Personal Experience
Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo, marine environment, and all other factors that may affect the ship, the navigating officer draws upon a general track, which the ship shall follow.
For the ease of planning, this plan is first laid out on a small scale chart, which is later transferred to larger scale charts, and then minor modifications are made as and when deemed necessary.

Question 139

Passage Planning, What is required under “Planning ”?

Answer 139

Having made a full appraisal using all information at hand pertaining to the passage, the OOW, under the authority of the Master is to prepare a detailed plan for the passage. In this stage, the intended courses of the ships are actually laid out on the charts of suitable scale and all additional information is marked. The plan is laid out from pier to pier, including the pilotage waters.
It is a good practice to mark dangerous areas such as nearby wrecks, shallow water, reefs, small islands, emergency anchorage positions, and any other information that might aid safe navigation.
In addition to the above-mentioned things, is it advisable to layout the rate of turn for waypoints and laying out of PI ranges for suitable objects, if any.
Reporting areas should also be clearly marked on the charts. Elements of the Planning phase include:
* No-Go areas
* Margins of safety
* Charted Tracks
* Course alterations and wheel over points
* Parallel Indexing
* Aborts and Contingencies
* Clearing line and bearings
* Leading lines
* Tides and current
* Change in engine status
* Minimum UKC
* Use of Echo Sounder
* Head Mark
* Natural Transit
Aborts:When approaching constrained waters, the vessel might be in a position beyond which there is no possible action but to proceed. For example, the vessel enters an area so narrow that there is no room to return. It is for this purpose that a position is drawn on the chart showing the last point wherein the passage can be aborted.
Contingencies:The bridge team must always be aware that the events might not go as planned and that emergency action might be required. Contingency plans account for such situations, clearly shown on the chart so that the OOW can take swift action in such a jam. Contingency planning will include alternative routes, safe anchorages, waiting areas, emergency berth.

Question 140

Passage Planning, What is required under “Execution”?

Answer 140

In this stage, the navigating officers execute the plan that has been prepared. After departure, the speed is adjusted based on the ETA and the expected weather and oceanographic conditions. The speed should be adjusted such that the ship is not either too early or late at its port of destination. The Master should find out how long his intended voyage is, accounting for water and fuel available. Also to be taken into account are any expected weather changes along the way. In case and ECDIS is being used, appropriate limits must be set with regard to the safety settings.

Question 141

Passage Planning, What is required under “Monitoring”?

Answer 141

Monitoring is that aspect which takes into account checking of the position of the vessel, such that it remains within the safe distance from any danger areas. Parallel Indexing can be used to maintain safe distance alongside any hazards to navigation. A safe and successful voyage can only be achieved by close and continuous monitoring of the ship’s progress along the pre-planned tracks. Situations may arise wherein the navigating officer might feel it prudent to deviate from the plan. In such case, he shall inform the master and take any action that he may deem necessary for the safety of the ship and its crew. This stage is a very important stage wherein all the deck officers contribute their part to execute the plan. This calls for personal judgement, good seamanship and experience.

Question 142

What are the Master’s Standing Orders?

Answer 142

The standing orders are a set of guidelines put down in writing by the Master which puts forward how he or she wants his ship run. The master his or her own standing orders – which will be supplemented on a daily basis by night orders – to spell out to his officers his own personal requirements. This may be with regard to the particular ship, her trade, the bridge team and their experience. These standing orders may reflect points that have caused him concern in the past and lessons he has learned and will set the standard that he requires from his or her watch keepers.
The standing orders should supplement the ship’s safety management system and should never contradict legislation applicable to the ship.
The officer of watch is the Master’s representative and his primary responsibility, at all times, is the safety of the ship.

Question 143

What is expected of the OOW in respect of the Master’s standing orders?

Answer 143

The OOW must read them and he or she must sign a statement that he or she has read and understood them.
He or she must comply with them.
If in any doubt as to complying with the standing orders, he must bring this to the immediate attention of the Master.

Question 144

What can be found in standing orders?

Answer 144

The headings under the standing orders can cover the Master’s requirements for:
* In Port
* Maintain a proper gangway watch.
* Supervise cargo loading and discharge according to the Mates instructions.
* Tend the moorings.
* Ensure ship security is in place
* Departure and Arrival
* Notice to engine room and crew.
* Testing of equipment
* Pilot ladder
* Crew standby
* Log Books
* Entry to as soon as possible.
* Entries in ink
* How to correct an entry
* Weather every 4 hours reducing to 2 hours in heavy weather.
* At anchor
* Maintain watch on other anchored ships.
* Composition of the watch
* Display of lights and shapes
* Regular position fixing
* Engine readiness
* At Sea
* Reducing speed in the event of restricted visibility or other circumstances
* Posting look-out(s) and additional personnel in special circumstances
* Manning the wheel
* Use of automatic pilot
* Coastal navigation
* Compass errors.
* The use and continuous correction of charts, sailing directions, lists of lights, navigation warnings and any other printed matter used for the navigation
* The use of echo-sounders, radar, GPS and other navigational aids
* Drill for changing over steering gear
* The need for checking information in order to reduce to a minimum the risk of “one-man” errors
* Bridge manning
* Radio communications
* Night-time
* General
* Master taking the con.
* Calling the Master
* Pilot on board
* Heavy weather
* Display of flags
Specific situations which may occur on a watch.

Question 145

What are the Master’s night orders?

Answer 145

The Master’s night orders supplements the standing orders that come into force as the Master proceeds to take rest during the night. The standing orders are in force at all times whereas the night orders add specific points to the withstanding standing orders. The Master usually writes the night orders every night, with specific regard pertaining to the existing state of the weather, sea and traffic. These are generally handwritten and again, duly signed by every OOW. One should read these orders carefully because the Master uses his experience and expertise to determine safe navigation in his absence and therefore lays down instructions as to the plotting intervals, temperature/pressure reading intervals and so on and so forth. The captain is liable for the entire ship and putting that trust onto the officers is a very big deal.