1.

Define the following;

i. Bow Stopper
ii. Cable up & down
iii. Weighing anchor
iv. Tactical Diameter
v. Transfer
vi. Swinging circle of a vessel at anchor
vii. Freeboard of a ship
viii. Snapback zone
ix. Windlass
x. Mooring winch
xi. Power-Driven Vessel
xii. Vessel Underway
xiii. Constant Radial Turn
xiv. Armed Robbery
2. Write down precautions to be followed during mooring operations.
 Do not Allow Any Extra Crew Member on the Deck: Ensure that no extra personnel are present at
the mooring station except those who are involved in the operation.
 Consider Weather Condition: Before planning the mooring operation, consider the weather
condition by taking factors such as wind and current.
 Have knowledge of Snap Back Zone and Rope Bight: All personnel involved with the mooring
operation should be aware of the snap back zones and rope bight.
 Check All the Mooring Equipment: Check all the equipment (mooring winch, drums, windlass
etc.) involved in the mooring operation for any kind of problem.
 Check the Tail of Mooring Line: If the mooring wire line is provided with tail ensure same size and
material of tails are used for all lines in the same service (breast, spring, and headlines).
 Tend One Line at a Time: Only one line should be tended at a time during mooring operation.
 Keep a Check on the Mooring Line Load: Ensure that the allowable breaking load in any of the
mooring lines does not increase 55% of its Maximum Breaking Load (MBL).
 Avoid Mixed Mooring
 Keep a Continuous Check: Load on the mooring lines must be checked continuously even after
the mooring operation is over.
 Arrange Mooring Lines Symmetrical: All mooring line must be arranged as symmetrical as
possible with the breast line.
3. Write down care to be taken for mooring ropes and wires.
 Synthetic ropes should be kept away from direct sunlight.
 Ropes should preferably be stored under the deck for long voyages but if kept on deck they
should be covered with tarpaulins or canvas
 While using a wire rope sharp angles should be avoided.
 A very common cause of a wire rope developing a kink is uneven turns
 When heaving or slacking a wire, care should be taken to ensure that the turns do not cause the
rope to get cha ed in between and develop kinks
 Wire ropes should be regularly lubricated with recommended wire lubes
 If in any length of the 8 diameters of a wire rope the numbers of visible broken wires exceed 10%
of the total number of wires in the rope, it should be discontinued from use.
 Documentation which keeps a track of wear and use of wire ropes, synthetic ropes and rope
tails is helpful in planning maintenance schedule.
4. Describe mooring plan of a ship.
 Mooring plan varies with port to port, berth to berth.
  It depends upon the geometry of the berth, equipment/facilities available in the port and state
of weather when berthing and expected during the stay of the ship.
 Expected mooring patterns can be obtained from the sailing directions for the port, but can vary
and will be provided by the pilot/port before arrival.
 Mooring plan is five as count of ropes to be used at forward and aft stations in the order;
o For’d Station: Headlines, Breast lines and Spring lines (e.g., 4,3,3)
o Aft Station: Stern lines, Breast lines and Spring lines (e.g. 4,3,3)
 It is given well in advance for the ship’s crew to prepare the lines for the mooring
 The optimum mooring pattern is the one which avoids excessive stress on the mooring lines and
quipment and still holds the ship safely to the berth.
5. Explain SPM and CBM mooring.
SPM
 Single point mooring is a floating buoy/platform secured with anchors for handling of liquid
cargo.
 It is used in areas where adequate depth of water is not available close to land.
 It is normally located far from shore-facility and connected using sub-sea pipelines.
 Benefits of SPM are;
o It does not require ships to come to port and saves fuel & time
o Ships with high drafts can easily be handled
o Allows handling of large quantity of cargo
CBM
 Conventional Buoy Mooring system includes multiple buoys that are secured to the seabed with
mooring lines and anchors.
 Three to six buoys are permanently installed in a rectangular pattern that allows safe mooring.
 Both anchors of the ship are deployed for securing the boy and the ship is positioned between
the buoys with tug assistance.
 The mooring lines from the ship are attached to the buoys.
6. Explain the mooring winch brake testing.
 Purpose of this test is to ensure that the brake renders at a lower load than the ship’s design
maximum breaking load (MBL)
 Holding capacity of mooring winch brakes should be regularly tested as per the vessel’s planned
maintenance schedule.
 Equipment provided by the winch manufacturer for testing includes a lever secured to the drum,
a hydraulic jack with a pressure gauge, and a foundation for load distribution.
 OCIMF recommends setting the brakes at 60% of the ship’s design MBL
 The test involves applying hydraulic force to the winch drum equivalent to 60% of the ship’s
MBL.
 Tests should be conducted after modifications, major maintenance, evidence of premature
brake slippage, or installation of new mooring lines with di erent diameters.
7. What criteria will be taken for discarding a wire rope used for mooring operations?
A wire rope should not be used if:
 It shows signs of corrosion;
 There is a tendency towards separation of the strands or wires;
 Excessive wear is indicated by flats appearing on the individual wires;
 There is excessive reduction in the measured diameter;
 The number of broken wires in any length of 10 diameters exceeds 5 per cent of the total
number of wires in the rope
8. Discuss various steps to be taken by a vessel on a tanker terminal if heavy load develops on the
mooring lines.
9. Write down actions to be taken if mooring ropes part at berth.
  Inform duty o icer, Master and shore team or port authority
 Stop cargo operations
 Request tug assistance to handle situation better
 Call for mooring stations fore and aft
 Ensure winches power available at both the stations.
 Call duty engineer and ask to keep the main engine and thrusters available
 Attend to mooring lines by slackening the respective ropes out of which one of the mooring lines
has broken
 Ensure parting mooring lines are replaced with the good ones
 At the end of the operation, ensure qual load on all the mooring lines
in the respective group.
10. Write down the procedure followed for ‘Running Moor’?
 This manoeuvre takes relatively short duration compared to
Mediterranean mooring and o ers more control of the vessel
 The configuration of the shackles is same as standing moor (i.e. Port
anchor 5 shackles, Starboard anchor 4 shackles)
 Head towards the wind or current whichever is greater
 Drop the starboard anchor at position 1 which is about 4 shackles
minus half the ship’s length away from the finial reference line AB on
which ship needs to be stopped
 Render the cable as the vessel moves upstream using her engines
 Remember as the ship is moving, tightening of the anchor cable is not allowed as it will turn the
vessel to starboard side
 The cable is veered until the vessel reaches position 2
 As the vessel reaches to position 2, stop the engine and drop the port side anchor
 Heave on the starboard anchor and render the port anchor simultaneously until the vessel
reaches to final reference line AB
 You will find that the final configuration is achieved which was 5 shackles on port anchor and 4
shackles on starboard anchor

11. What is ‘Stock Anchor’? Draw neat sketch with parts named.
 This anchor is fitted with a stock, where the weight of the stock
is 25% of the weight of the anchor itself.
 This type of an anchor is di icult to stow, and hence is not used
on merchant ships.
 Small boat anchors are stock anchors, as they have better
holding qualities as compared to stockless anchors.
 When the stock anchor strikes the sea bottom, the stock being
longer assumes the horizontal position, so that the arms become vertical and one of the flukes
digs itself in the seabed.

12. State the factors involved in deciding the length of cable to be used when anchoring a vessel.
o Under normal conditions:
 Length of cable= (((Depth of water in meters) *2) +90)/27.5
o When good holding power cannot be expected: (due to strong wind/current or harder sea
bottom)
 Length of cable= (((Depth of water in meters) *3) +140)/27.5
 o It is suggested the use of radar parallel indexing technique, an e ective tool in manoeuvring
approach to anchoring position. A fix reference point is necessary in establishing anchoring
position relative to this fix point.
13. Describe bitter end securing/release arrangement of anchor cable.
 Cable to be veered and slack in the locker.
 Engine should be run dead slow ahead at times to reduce the tension on the cable.
 A wire with required SWL and length at least 4 times the depth to be passed through the cable
forward of the gypsy.
 One end of the wire to the warping drum and other to a bollard.
 Wire is hove tight and the cable is disconnected at the bitter end in the locker.
 the gypsy is then veered slowly until the end of the cable clear the gypsy head
 Connect a buoy to the end of the cable.
 Slack the warping drum until it is fully slacked.
 Slip the other end and start heaving up the wire.
14. What are the duties of OOW during anchor watch?
While at anchor, the OOW should:
 Determine and plot the ship’s position on the appropriate chart as soon as practicable.
 When circumstances permit, cheek at su iciently frequent intervals whether the ship is
remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable
shore objects.
 Ensure that proper lookout is maintained.
 Ensure that inspection pounds of the ship are made periodically.
 Observe meteorological and tidal conditions and the state of the sea.
 Notify the master and undertake all necessary measures if the ship drags anchor.
 Ensure that the state of readiness of the main engines and the other machinery is in accordance
with the master’s instructions.
 If visibility deteriorates, notify the master.
 Ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound
signals are made in accordance with all applicable regulations.
 Take measures to protect the environment from pollution by the ship and comply with
applicable pollution regulations.
15. State any 5 important factors to be considered before deciding on a position for dropping anchor
and by observing the cable how can you determine whether the anchor is holding or dragging.
Explain.
o A merchant vessel is said to be having a “dragging anchor” when the vessel drifts without
holding power despite being anchored. Dragging anchor has been the reason for several
accidents such as collision, grounding, or stranding.
o Unless the position to anchor is designated by the port authority, the Master will identify a
suitable position for anchoring in accordance with the passage plan
o The Master shall consider the following when selecting the proposed anchorage area
 Vessel’s particulars- size, draft, windage area
 Adequate depth in relation to draft
 Holding characteristics of the seabed
 Available swinging area and distance from the shallows
 Meteorological and hydrological prediction including tide
o The tell-tale signs of anchor dragging are;
 Plotting the ships position and confirming that she is outside the swinging circle
 Change in bearing of two or more fixed targets
 Change in bearing and distance on the radar of the fixed target
 Anchor alarm triggered on the GPS or ECDIS
  The bow cannot stand against the wind
 The ship’s side against the wind has not changed
 Checking the course recorder in case it does not indicate a “figure of eight” motion
locus
16. Explain the procedures for anchoring in deep water and in shallow water.
SHALLOW WATERS
 On instructions from the bridge, the C/O to confirm that the area around the anchor is clear.
 Release the brake holding the anchor and let go the anchor
 Pay out cable in a controlled manner using the windlass brake ensuring the cable does not pile
up at the bottom
 After lowering the planned length of cable, secure the anchor with brakes and bow stopper
 Observe anchor cable for steady load and stay
 Report to bridge
 Hoist Anchor daylight signal
 High cable speed may damage the brake linings or even result in loss of anchor cable.

DEEP WATERS
 (Only point of di erence; 2nd and 3rd Point)- Walk back the complete length of cable under power
and disengage the gear
17. Write down procedure to slip anchor cable from deck and for clearing foul anchor from
underwater obstruction.
 Vessel is moved ahead under engines, veering cables until it grows well astern.
 When the vessel is brought upto with the cable growing astern, and the cable is taut, then work
the engines ahead slowly and see if the cable breaks out slowly.
 In case it does not break out then steer the vessel slowly in an arc towards the anchor and try to
rotate the anchor and break it out by constant movement.
 If still unsuccessful then try the above procedures using astern movements.
 If still not successful then rig up an anchor buoy and slip cable for later recovery.
18. What is squat? What are the factors a ecting ship’s squat?
 When a ship proceeds through water, it pushes the water ahead. This volume of water returns
down the sides and under the bottom of the ship. The streamlines of return flow are speeded up
under the ship, causing a drop in the pressure and resulting in the ship dropping vertically in the
water.
 When the ship drops vertically in the water, it trims both forward and aft. This overall decrease
in the static under keel clearance, both forward and aft, is called Ship’s Squat.
 If the ship moves forward at a greater speed in shallow water, where the keel clearance is 1.0 to
1.5 metres, then there are high chances of grounding at the bow or stern due to exces• The
main factor on which the ship’s squat depends is the ship’s speed. Squat varies approximately
with the speed squared.
 The blockage factor “S” is another factor to be considered while understanding ship squat. The
blockage factor is defined as the immersed cross-section of the ship’s mid-ship section divided
by the cross-section of water within the canal or river.
 The blockage factor ranges from about 8.25b for supertankers, to about 9.50b for general cargo
ships, to about 11.25 ship-breadths for container ships.
 The presence of another ship in a narrow river will also a ect squat.
19. Explain interaction between ships and canal e ect.
Interaction between vessels arise from changes in the pressure fields surrounding the vessels when
they pass close.
The pressure field pattern around a vessel with headway is shown:
 HEAD-ON ENCOUNTER
 When both ships pass, positive pressure at the bows will cause them to repel each other.
WHEN MEETING AND PASSING
 Both vessels are drawn together by reduced pressure between hulls, bank e ect may cause
them to swing to port.
AFTER CLEARING EACH OTHER
 As vessels clear each other, the sterns will be drawn together due to negative pressure

OVERTAKING SITUATION
 Pressure builds up the bow of the overtaking vessel can cause the other vessel to turn across
the bow if uncorrected; the vessel being overtaken must take corrective action as a port helm to
counteract the same

BANK EFFECT
 When a ship moves close to a bank, it experiences a suction force due to Bernoulli’s Principle.
 Force is proportional to speed of the ship squared and inversely proportional to the distance
from the bank.
 Suction force together with bow cushion e ect makes the stern move closer to the bank.
 In narrow channels, the positive pressure at the bow tends to push the bow away from the edge
of the channel; this is the bow cushion e ect.
 At the stern, the e ect is stronger due to its distance from the pivot point as the ship is making
headway, the principle of continuity and the Bernoulli’s Principle e ect at the stern due to
rapidly flowing water in restricted space and is referred to as bank suction e ect.

20. Sketch the turning circle of a ship and mark ‘tactical diameter,
advance, and transfer.’
 Turning Circle- It is the circular path of the vessel when she
alters course by 360°, it is the path traced by the pivot point,
the average diameter of which is around 3-4 ship lengths.
 Advance- It is the distance travelled by the vessel in the
direction of the original course from commencing the turn to
completing the turn. It is the distance measured from the
point when the vessel begins the turn to the point when the
heading has changed by 90°.
  Tactical Diameter- It is the distance measured from the point when the vessel
begins to turn to the point when the heading has changed by 180°.
 Transfer- The distance when the vessel will move perpendicular to the fore
and aft line from the commencement of the turn.
 Drift Angle- It is the angle between the axis of a ship when turning and the
tangent to the path on which it is turning.
 Head Reach- It is the distance along the direction of the course from the
moment when full astern command is given until the vessel is stopped dead
in the water.
 Track Reach- It is the distance along the vessel’s track that the vessel covers
from the moment when full astern command is given until the speed
changes sign.

21. Describe the term ‘Drift Angle’ & ‘Head Reach’ in ship manoeuvring.
22. Describe the ‘Williamson Turn’ for rescue of man overboard.
o The Williamson Turn aims to turn the vessel on her reciprocal course.
o Procedure for the turn:
 Turn the rudder hard over to the side where the man went overboard
 When the vessel has deviated 60° from her original course, switch the rudder hard over
to the other side.
 When the course is 20° short of the original course, the rudder is to be put to amidships
o This turn is suitable for an immediate action

23. List 5 factors which will a ect the turning ability of a ship with respect to Rapid Turn Technique.
24. Di erentiate between ‘Constant Rudder Angle Turn’ and ‘Constant Radius Turn.’
CONSTANT RUDDER CONSTANT RADIUS TURN
ANGLE TURN
Larger drift angle with a corresponding loss Lesser drift angle & hence lesser loss of
of speed speed

A large rudder angle is needed to steady the At the end of the turn, the new course can be
vessel on new course steadied with lesser rudder angle

Uncertainty of ship’s position during the turn Proper control of ship’s position. during the
turn

Higher fuel consumption due to zigzagging Lesser fuel consumption, with reserve
with excessive use of helm. rudder and engine power available

25. Write down the sequence to be followed when sighting a man overboard.
 Turn the steering hard to the side on which the person went overboard
 Release lifebuoy with light and smoke signal
 Activate GPS MOB Marker
 Mark MOB position on ECDIS
 Sound general emergency alarm, including 3 prolonged blasts on the ship’s whistle.
 Call the master and assign look-out to continuously monitor the person in the water
 Commence recovery manoeuvre
 Broadcast URGENCY message
  Hoist daylight signal OSCAR
 Maintain log/record of events and decisions
26. Explain arcs of all navigation lights with proper diagram.
 In the forward direction, sidelights as fitted on the vessel shall show the minimum required
intensities. The intensities must decrease to reach practical cut-o between 1° and 3° outside
the prescribed sectors.
RED SIDELIGHT
 For sternlights and masthead lights and at 22.5° abaft the beam for sidelights, the minimum
required intensities shall be maintained over the arc of the horizon up to 5° within the limits of
the sectors prescribed in Rule 21. From 5° within the prescribed sectors the intensity may
decrease 50% up to the prescribed limits; it shall decrease steadily to reach practical cut-o at
not more than 5° outside the prescribed sectors.

MASTHEAD LIGHT

STERN LIGHT

27. Define RAM vessels.

 The term ‘vessel restricted in her ability to manoeuvre’ means a vessel which from the nature of
her work is restricted in her manoeuvre as required by these Rules and is therefore unable to
keep out of the way of another vessel.
 The term ‘vessel restricted in her ability to manoeuvre’ shall include but not be limited to:
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 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.
28. Write down 10 distress signals as per COLREGs.
i. a gun or other explosive signal fired at intervals
of about a minute;
ii. a continuous sounding with any fog signalling
apparatus;
iii. rockets or shells, throwing red stars fired one at
a time at short intervals;
iv. a signal made by any signalling method
consisting of the group . . . - - - . . . (SOS) in the
Morse Code;
 v. a signal sent by radiotelephony consisting of the spoken word "MAYDAY";
vi. the International Code Signal of distress indicated by N.C.;
vii. a signal consisting of a square flag having above or below it a ball or anything
resembling a ball;
viii. flames on the vessel (as from a burning tar barrel, oil barrel, etc.);
ix. a rocket parachute flare or hand flare showing a red light;
x. a smoke signal giving o orange-coloured smoke;
xi. slowly and repeatedly raising and lowering arms outstretched to each side;
xii. a distress alert by means of digital selective calling (DSC) transmitted on:

a) VHF channel 70; or

b) MF/HF on the frequencies 2187.5 kHZ, 8414.5 kHZ, 4207.5 kHZ, 6312 kHZ,
12577 kHZ or 16804.5 kHZ;
xiii. a ship-to-shore distress alert transmitted by the ship's Inmarsat or other mobile
satellite service provider ship earth station;
xiv. signals transmitted by emergency position indicating radio beacons;
xv. approved signals transmitted by radiocommunication systems, including survival craft
radar transponders.
29. What are the factors to be considered in determining safe speed as per Rule 6 of COLREGs.
In determining a safe speed the following factors shall be among those taken into account:
By all vessels:
i. the state of visibility;
ii. the tra ic density including concentrations of fishing vessels or any other vessels;
iii. the manoeuvrability of the vessel with special reference to stopping distance and turning ability
in the prevailing conditions;
iv. at night the presence of background light such as from shore lights or from backscatter of her
own lights;
v. the state of wind, sea and current, and the proximity of navigational hazards;
vi. the draught in relation to the available depth of water.

Additionally, by vessels with operational radar:

i. the characteristics, e iciency, and limitations of the radar equipment;
ii. any constraints imposed by the radar range scale in use;
iii. the possibility that small vessels, ice and other floating objects may not be detected by radar at
an adequate range;
iv. the number, location and movements of vessels detected by radar;
v. 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.
30. What does Rule 22 prescribe with respect to the minimum range of navigational lights for a power-
driven vessel?
Length of the MHL Visibility Side Light Other Lights
vessel Visibility Visibility

Length < 12m 2 1 2

20m > Length 3 2 2

>=12m
 50m > Length 5 2 2
>=20m

Length > = 6 3 3
50m

31. Write down actions to be taken when approaching or in restricted visibility area.
o Inform the Master: This is also a statutory legal requirement under STCW – Chapter VIII. See the
separate article when to call the master for more information on this.
o Inform the Engine Room and put the engines on standby.
o Reduce the speed to a safe speed considering all the factors as per COLREGS Rule 6 – Safe
Speed.
o Commence sounding the appropriate fog signal.
o Switch on the vessel’s navigation lights and additional deck lights.
o Post additional lookouts. Good practice dictates placing an additional lookout as far forward as
possible i.e. on the bow of the vessel with walkie-talkie or with talk back system.
o Keep anchors ready for letting go at short notice.
o Switch from autopilot to manual steering.
o Ensure that the radars are properly set up and that all vessels are plotted using ARPA.
o Except from these actions, such situations demand the compliance with some of the COLREGs,
specifically:
 Rule 19 – Conduct of vessel in restricted visibility
 Rule 35 – Sound signals in restricted visibility
 Rule 5 – Look-out
 Rule 6 – Safe speed
32. Define blind navigation with respect to restricted visibility and the precautions you will take.
 Blind pilotage means the navigation of the ship through restricted waters in low visibility with
little or no recourse to the visual observation of objects outside the ship.
 The principal non-visual aid to navigation that enables this to be done is high-definition warning-
surface radar, but all available nonvisual aids are employed.
 The organization to achieve this is called the blind pilotage organization, comprising a BP team,
led by a BP O icer (BPO)
 Techniques used are same as the ones used when using radar for navigation (i.e. Parallel
indexing, clearing ranges and wheel over position) and the change is mainly about the fact at
every critical moment like alteration of course, the identification relates to some radar
conspicuous object for reliable and easy warning.
33. Describe contingency plan for collision at sea.
 Call the Master
 Check for personal injuries, damage to ship and cargo. Check for possible leakages, take
soundings of tanks and bilges.
 Prepare life-rafts and life-saving equipment
 Keep the radio station or ‘stand-by’ – with current and updated position available
 Show applicable signal from the International Code of Signals. (VHF could also be used to
indicate distress)
 Take necessary actions to minimize further damages to personnel, environment, and ships.
(SOPEP Manual to be used in case of oil spill)
 Contact the other ship
 If interlocked – agree with the other ship whether you should separate the ships or not,
considering the risk (for any of the two ships) of, oil spill, sparks, ignition of fire, fire spread
between the ships, sinking and manoeuvrability
  Enter continuously any actions taken in ship's log book.
34. Discuss the immediate actions to be initiated if a vessel runs aground.
(Points of collision, and additionally);
 Take soundings around the ship. Sketch the ship with draft before and after the grounding
indicating soundings taken as well as the bottom texture. Record the time soundings taken
 Check tide table for HW and LW times and range
 Check weather forecast, wind and current, direction and force
 Consider the risk of heavy waves, strong current or flood, and if filling of empty tanks is needed
to prevent the ship from drifting higher up or o the grounding spot
35. State your actions in case of your ship’s engine failure.
BRIDGE TEAM
 Call Master
 Exhibit "Not Under Command" signals
 Main Engine to be stopped
 Inform SAR as appropriate and shipping in the vicinity

ENGINE ROOM TEAM

 Call Chief Engineer
 Locate fault
 Check Electrical Supply
 Check oil levels
 Change over to emergency steering (if required)
 Test steering gear/bridge talkback system
36. What are the precautions to be taken during embarkation and disembarkation of pilot by pilot
ladder?
37. Briefly write about fundamental requirements of BMP to be followed to avoid piracy attacks.
The fundamental requirements of BMP to avoid piracy attacks are;
Understand the threat
 Maritime threats are dynamic.
 Obtaining current threat information is critical for risk assessment and decision making.

Conduct risk assessments

 Companies must conduct risk assessments.
 Identify ship protection measures.

Implement ship protection measures

 Harden the ship.
 Brief and train the crew.
 Enhanced lookout.
 Follow Flag State and military guidance.

Report
 Report to UKMTO and register with MSCHOA.
 Report incidents and suspicious activity.
 Send distress signal when attacked.

Cooperate
 Cooperate with other shipping and military forces.
 Cooperate with law enforcement to preserve evidence.
  Cooperate with welfare providers.
38. What are the factors to be considered during ‘Risk Assessment’ prior to transiting a high-risk
piracy zone?
o Risk assessment is an integral part of voyage planning within a safety management system.
o The risk assessment should identify measures for prevention, mitigation, and recovery, which
will mean combining statutory regulations and supplementary measures.
o Companies should also take account of these measures for ships transiting the VRA even if they
do not enter the HRA.
o The risk assessment must consider the following;
 Requirements of the Flag State, Company, Charterers and insurers
 The threat assessment and geographical areas of increased risk
 Background factors shaping the situation, e.g. tra ic patterns and local patterns of life,
including fishing vessel activity.
 Cooperation with military. An understanding of presence should be obtained from
UKMTO.
 The embarkation of Privately Controlled Armed Security Personnel (PCASP)
39. Discuss the basic principles of ship handling in ice.
o The first principle of successful ice navigation is to maintain freedom of manoeuvre.
o Ships navigating in ice-covered waters may experience delays and, therefore, should carry
su icient fresh water, supplies and Manoeuvring fuel, especially vessels which use heavy
bunker fuel for main propulsion.
o Light and partly loaded ships should be ballasted as deeply as possible, but excessive trim by
the stern is not recommended, as it cuts down maneuverability and increases the possibility of
ice damage to the more vulnerable lower area of the exposed bow.
o The open water long way round a di icult ice area whose limits are known is often the fastest
and safest way to port, or to the open sea when leaving a port
o Experience has proven that in ice of higher concentrations, four basic ship handling rules apply:
 keep moving - even very slowly, but try to keep moving;
 try to work with the ice movement and weaknesses but not against them;
 excessive speed almost always results in ice damage; and
 know your ship's manoeuvring characteristics.
40. What signs would indicate presence of ‘Icebergs’?
 Ice blink is a reliable sign and may be the first indication that an ice field is in the vicinity.
 Iceblink is a white light seen near the horizon, especially on the underside of low clouds,
resulting from reflection of light o an ice field immediately beyond.
 The sighting of small fragments of ice often indicates that larger quantities are not far away.
 Abrupt moderation of the sea and swell occur when approaching an ice field from leeward.
 In northern areas, and in Labrador and Newfoundland, the onset of fog often indicates the
presence of ice in the vicinity.
41. What are the e ects of ice accretion on stability of a vessel?
 The accumulation of ice on the deck, the deck housing tops and other places of the ship raise
the centre of gravity of the vessel
 The rise in CG raises the KG of the vessel and as we will see in the diagrams, this a ects the
dynamic stability of the vessel.
 Ice accretion on the ship’s bow, stern, and rudder can significantly hinder manoeuvrability.
 If severe icing happens on one side of the ship because wind is from abeam with freezing
temperatures and spray. it can even cause heavy listing.
42. What are the contents of Polar Code?
PART 1-A
CHAPTER 1 GENERAL
 CHAPTER 2 Polar water operational manual
CHAPTER 3 Ship Structure
CHAPTER 4 Subdivision and Stability
CHAPTER 5 Watertight and Weathertight Integrity
CHAPTER 6 Machinery Installations
CHAPTER 7 Fire Safety/Protection
CHAPTER 8 Life Saving Appliances and Arrangements
CHAPTER 9 Safety of Navigation
CHAPTER 10 Communication
CHAPTER 11 Voyage Planning
CHAPTER 12 Manning and Training

PART 1-B
Additional guidance regarding the provisions of the introduction and PART 1-A

PART 2-A
CHAPTER 1 Prevention of pollution by oil
CHAPTER 2 Control of pollution by noxious liquid substances in bulk
CHAPTER 3 Prevention of pollution by harmful substances carried by sea in
packaged form
CHAPTER 4 Prevention of pollution by sewage from ships
CHAPTER 5 Prevention of pollution by garbage from ships

PART 2-B
Additional guidance to PART 2-A