Question 1.

After completing the 8–12 night watch at sea and hand- ing over to the 2nd Officer, what would be your
actions?

Answer:Having handed over the watch, I would complete writing up the Deck Log Book, and sign the
book as a true record of events. I would proceed below decks and carry out ‘ships rounds’ and security
checks, inspecting all accommodation alleyways, storage and domestic spaces.

Question 2.

What specific items/topics would you include, when handing over the navigation watch to another relief
Officer?

Answer:I would expect to follow any company policy and include the following:

(a)Appraise the relieving Officer of the ship’s course, gyro and magnetic headings, highlighting any
compass or gyro errors.

(b)Provide the relieving Officer with the current updated position of the vessel and indicate the position
respective to the chart.

(c)Draw attention to any visible shipping traffic and provide details as to the current actions and
intentions effecting relevant targets.

(d)Appraise the watch Officer of the current weather patterns and advise on the past and present state
of visibility, passing on the latest weather report. (e)The watch Officer would be appraised of any night
orders left by the Master.

(f)If it is relevant, I would draw attention to the next ‘way point’ and any expected alteration of course.

(g)If making a landfall or in coastal regions the under keel clearance would be noted and attention drawn
to the least oncoming areas of depth.

(h)Any potential navigational hazards or possible security incursions would be discussed in conjunction
with the ‘passage plan’

(i)Should any defects have occurred these would be brought to the attention of the OOW (as well as the
Master, as they occur).
(j)The OOW would be appraised of all the operational instruments as to their performance. Radar
specifics such as range and presentation would also be positively discussed.

(k)It would also be normal practice to discuss events and activities over the previous watch period that
may or may not affect the overall performance of the vessel

Note:As the outgoing OOW it would be my duty to ascertain the state and condition of the relieving
Officer. Having let the incoming Officer adjust his eyes to the light and visibility conditions I would note
any adverse feelings, that may be affecting the relieving Officer which may have been caused by sickness,
over- tiredness, drugs or alcohol. (In such an event where an officer felt that the reliev- ing Officer was
not in a fit state to carry out normal watchkeeping duties he would be expected to inform the Master of
his doubts.

Question 3.

While acting as OOW, you encounter deterioration in the condition of visibility. What action would you
take?

Answer:

As OOW I would take the following actions:

(a)Place the ship’s main engines on ‘stand-by’ and reduce the vessels speed.

(b)Advise the Master of the change in visibility conditions. (c)Commence sounding fog signals. (d)Switch
on the navigation lights.

(e)Close all watertight doors in the vessel.

(f)Commence systematic plotting of any targets on the radar.

(g)Place a current position on the chart.

(h)Post additional lookouts.

(i)Stop all noisy work on deck.

Question 4.

When would you consider it necessary, as OOW, to call the Master?

Answer:

The OOW should call the Master in any of the following circumstances:

(a)In the event of visibility dropping below 4 miles (company/master policy may be more or less than this
figure).

(b)If traffic was causing concern effecting the safe passage of the vessel.

(c)In the event of failure of any of the ship’s navigational equipment

(d)If failing to sight a landfall when expecting to.

(e)If sighting a landfall when it is unexpected.

(f)If soundings are shelving when unexpected.

(g)In the event that difficulty is experienced in maintaining the course.

(h)If a scheduled position is unattainable or suspect.

(i)In the event that the man management of watch keepers becomes untenable.

(j)In the event of heavy weather or on receipt of a bad weather forecast.

(k)On sighting ice, or receiving an ice warning of ice being reported on or near the vessels track.

(l)If sighting oil on the surface.

(m)On any issue of security or shipboard alert.

(n)In any other emergency, such as fire or flooding, imminent contact or contact with a submerged
object
Question 5.

When on watch at night, the alarm for the non-function of navigation lights is activated, what action
would you take as OOW?

Answer:

•I would immediately inspect the navigation light sentinel to ascertain which navigation light had
malfunctioned and caused the alarm to be triggered.

•I would make a note of the defective light and switch the backup light on in its place and cancel the
alarm.

•In the event the light circuit had failed I would activate the secondary circuit and cancel the alarm.

•During the hours of darkness it may not be prudent, following a risk assessment, to repair the light or
circuit, before daylight hours. Provided navigation lights remain operational on one or other circuits. In
any event the Master would be informed and repairs instigated during daylight hours

Question 6.

When approaching a pilot station, to take the Marine Pilot, you are sent down below to meet the pilot
on deck at the ladder position. What actions would you take when at the ladder position?

Answer:

•As a responsible Officer, I would inspect the rigging of the ladder, especially the deck securing hitches of
the ladders rope tails

•I would further ensure that the stanchions and manropes were correctly rigged.

•The pilot station would expect to have a heaving line and a lifebuoy readily available and I would check
that these are on hand.

•It must be anticipated that the stand-by man would also be on station and the immediate deck area
was safe and clear of obstructions.

•If all was in order I would report to the bridge (by two-way radio) my presence at the ladder station and
that all was ready to receive the pilot on board.

•I would report again to the bridge that the pilot was on the ladder and when he had attained the deck
position

Note:Pilot entry may be obtained via a shell door in some cases and access procedures may be changed
to suit the opening and closing of the door

Question 7.

As the OOW, how often would you be expected to take an azimuth/amplitude in order to obtain a
compass error?

Answer:

Most certainly every watch, and on every alteration of course, within the watch period (exception under
pilotage where transits maybe a possible alternative). Also in the event that I was concerned about the
reliability of the ‘gyro’ or ‘magnetic compass’ (i.e. concern may be caused by magnetic anomalies)

Note:Some shipping companies policies may differ from this procedure

Question 8.

When the vessel is at anchor, what would you consider as the main functions of the OOW?

Answer:

When conducting an ‘anchor watch’ the ship is still considered as being at sea. As such the prime duty of
the OOW is to maintain an effective lookout, by all available means, including visual, audible and radar.
Neither would I allow the vessel to stand into danger and would check the position at regular intervals to
ensure that the ship was not ‘dragging her anchor’. Position monitoring while at anchor would entail
checking by primary and secondary position fixing methods, i.e. checking Visual Anchor Bearings, Radar
Range and Bearings, Global Positioning System (GPS) and optional transit marks if obtainable

While at anchor the OOW would monitor the state of visibility, the state of the weather, especially wind
and tide changes, and traffic movement in and out of the anchorage. Navigation signals should be
checked continuously that they are visible and lights are correctly functioning. Access to the ship would
also be of concern and The International Ship and Port Security (ISPS) Code controls would be
implemented. The very high frequency (VHF) radio would be monitored throughout for communication
traffic. Log Books would be maintained, and the Master kept informed of anything untoward

Question 9.

When approaching a pilotage station, when you require a pilot, describe the actions and duties of the
OOW.

Answer:

As OOW, and when approximately 1 hour from the pilot station, I would comply with the International
Safety Management (ISM) checklist and anticipate the following actions:

(a)Advise the Master of the expected estimated time of arrival (ETA) to the pilot boat rendezvous.

(b)Establish communications with the pilot station and advise the pilot of the ship’s name and ETA. It
would be normal practice to ascertain the pilot ladder details (e.g. side for ladder and height above
water). Also the local weather conditions at the rendezvous position would be established to enable the
Master to provide a ‘lee’ for the launch.

(c)Continuous position monitoring should be ongoing throughout the approach.

(d)Under keel clearance would be monitored through out, on approach, by use of the echo sounder.

(e)An effective lookout would be maintained throughout the approach period.

(f)The bridge team would be established to include changing from auto to manual steering and the
positioning of extra lookouts.
(g)Log Book entries would be made throughout.

(h)All correct signals would be indicated, prior to approach.

(i)Engines would be placed on ‘stand-by’ in ample time and astern propulsion tested.

(j)The ETA would be updated with the pilotage authority and the speed of engagement with the launch,
clarified.

(k)Radar reduced to 6 mile range on approach, and a sharp lookout maintained for small traffic and
through traffic, affecting the area.

(l)Master would take the ‘conn’

Question 10.

When instructed to inspect, check and test the bridge navigation equipment, prior to sailing, what
actions would you take?

Answer:

I would follow the company ‘checklist’ with regard to checking the bridge equipment. This would
necessitate the duty engineer monitoring the rudder and steering gear inside the ‘steering flat’, as the
steering gear systems are tested from amidships to hard over to each side. Rudder movement would be
monitored by the movement of the ‘rudder indicator’ on the bridge. Radars would be switched on and
performance tested, and left in the ‘stand-by’ mode, not switched off. All navigation lights and domestic
lights would be tested, together with all instrument lights. Checks would be made on the echo sounder,
communication equipment, signalling apparatus, inclusive of ship’s whistles and the engine room
telegraph synchronisation. An entry would be made into the Deck Log Book, that all equipment was
found satisfactory and in good order. The Master would be informed that the bridge equipment had
been checked and no defects found

Question 11.

While at sea, during your bridge watch, a man is lost overboard from an amidships position. What would
be your immediate actions as OOW?
Answer:

I would immediately raise the alarm, place the engines on stand-by, release the MoB bridge wing
lifebuoy, and alter the helm towards the side that the man has been seen to fall. The above four actions
should be carried out as near simultaneously as possible. The helm movement would be an attempt to
clear the pro- pellers away from the man in the water and move the vessel towards a Williamson Turn
operation

Question 12.

Following a man overboard incident the OOW has carried out the immediate required actions of raising
the alarm, SBE, MoB lifebuoy release and altered course. What subsequent actions should be carried out
by the Officer?

Answer:

Additional actions by the OOW, should include the following:

(a)Post lookouts high up and on the foc’stle head.

(b)Activate the GPS immediate position indicator

(c)Inform the Master, as soon as practical.

(d)Reduce ship’s speed.

(e)Adjust the vessels helm to complete the Williamson Turn manoeuvre.

(f)Sound ‘O’ on the ship’s whistle.

(g)Hoist ‘O’ Flag during the hours of daylight.

(h)Change to manual steering.

(i)Order the rescue boat to be turned out and crew to stand-by.

(j)Order the hospital and medical team to a state of readiness.

(k)Obtain up-to-date weather forecast.

(l)Enter a statement into the Log Book of sequential events when practical. In the event that the
Williamson Turn is complete and that the man in the water is no longer visible, the Master is legally
obliged to carry out a surface search. This would mean that a ‘sector search’ would in all probability be
conducted and the OOW would be expected to plot this pattern onto the chart. Note:With any incident
of this nature, a ‘bridge team’ would be immediately placed in situation to handle support activities,
inclusive of communications. Alternative manoeuvres to the Williamson Turn are available for use

Question 13.

When engaged in coastal navigation, would you use the Admiralty List of Lights and Fog Signals? And if
so, how would you use it?

Answer:

Yes, I would use the light list in conjunction with the naviga- tion chart. The lights are listed
‘geographically’ and it would act as an additional checking operation to match the coastal light order as
pre- sented by the chart. The light list also contains more information about individual lights, than is
normally contained on the chart, and this fact would further enhance the safe navigation practice of the
vessel

Question 14.

While holding the watch at anchor, you see another ves- sel at anchor display the ‘Y’ Flag. What would
you assume from this?

Answer:That the vessel displaying the ‘Y’ Flag is dragging her anchor

Question 15.

What three types of notices, promulgate marine infor- mation to ships and seafarers?

Answer:
•The Merchant Shipping Notices (MSNs)

•The Marine Guidance Notices (MGNs)

•The Marine Information Notices (MINs)

Question 16.

What are the duties of the OOW when in pilotage waters, with a pilot on board?

Answer:

The OOW remains the Master’s representative in the absence of the Master, despite the presence of a
pilot (exception Panama Canal). During any pilotage period he would be expected to maintain an
effective lookout at all times. In addition, he would continually monitor the ship’s position by primary
and secondary means and ensure that the under keel clearance is adequate throughout. His duties will
also include the management of the bridge personnel and he would ensure that the pilot’s instructions
are executed in a cor- rect manner by the members of the ‘bridge team’. He would further ensure that
the pilot is made familiar with the bridge instrumentation and advised of compass errors and any defects
which may affect the safe navigation of the vessel

Question 17.

While on watch during a coastal passage, you sight a ves- sel aground, on a bearing of approximately one
(1) point off the port bow. What action would you take?

Answer:

As the OOW, I would place the engines on ‘stand-by’ and the situation may make it necessary to take all
way off my own ship. My subsequent actions would include:

(a)Advising the Master of the situation of the vessel aground.

(b)Carrying out a ‘chart assessment’ to include my own ship’s position and the position of the vessel
aground.

(c)Switch on the echo sounder and note the Under keel Clearance.

(d)Position lookouts and turn from auto pilot to manual steering.

(e)Communicate with the vessel aground, with station identification, obtaining the draught of the
aground vessel and the time of grounding.

(f)Carry out an assessment of the extent of the shoal that the vessel has run aground on.

Note:Once the Master was present on the bridge it would be normal practice for him to take the ‘conn’
but he would equally expect a detailed report from the OOW

Question 18.

When involved in making up a ‘passage plan’, what prin- ciples would you employ in its construction?

Answer:

I would base any passage plan on the four fundamental principles:

•Appraisal

•Planning

•Execution

•Monitoring.

I would construct the plan to operate from ‘berth to berth’ bearing in mind that any plan is meant to be
flexible and carry with it relevant contingency plans to cater for exceptional circumstances

Question 19.

When on watch at sea, specific signs indicate the possi- ble presence of a tropical revolving storm in the
area. What positive evidence would you take into account to show this is so in the absence of radio
information?

Answer:

Assuming that the vessels position was between 5° and 35° latitudes N/S of the equator and that it was
the seasonal periodfor tropical revolving storm (TRS), I would look for the following indications:

(a)A swell may be experienced at a distance of up to 1000 miles from the storm.

(b)A decrease in the diurnal range, showing on the barograph.

(c)A change of direction in the ‘trade wind’.

(d)An ugly threatening sky with black Cumulonimbus or Nimbostratus cloud formation

Question 20.

What is contained in the ‘Weekly Notices to Mariners’ and what would you use the information for?

Answer:

The Weekly Notice contains six (6) sections, which include the corrections to Admiralty List of Radio
Signals and the Admiralty List of Lights/Fog Signals. It also contains an index and chart correc- tion index
in the front of the notice, followed by the respective, indi- vidual chart corrections. Additional notices for
the correction of sailing directions and publications is also included

Question 21.

How would you ascertain the reliability of the naviga- tion chart?

Answer:

The navigation chart is probably the best aid to navigation available to the OOW. However, it is not
infallible and should be used with caution at all times. Its reliability can be judged from the date of the
charts printing, found in the border at the bottom of the chart. It can further be assessed by inspection
of the ‘source data block’ which provides the date/year of survey and the authority which carried out the
survey. If the chart is corrected up to date this should be indicated by the last ‘small correction’ being
inserted in the left-hand corner of the chart by the ship’s navigator. The correction should also be noted
in the chart correction log

Question 22.

When on watch at night, how would you know that the visibility was deteriorating?

Answer:

By observing the back scattering light of the navigation lights. This misting effect could be visibly seen.
The visible range being established from radar observation of a target as and when it becomes visible to
the naked eye

Question 23.

What is a ship reporting system and what is its function?

Answer:

Ship reporting systems are organisations like Automated Mutual Vessel Reporting (AMVER), Australian
Ship Reporting system (AUSREP), INSPIRES, JASREP, etc. They can be voluntary position reporting
schemes like AMVER or compulsory reporting schemes like AUSREP, for vessels entering Australian
waters. It allows the organisation to monitor ship’s positions during the ocean voyages and provides
mutual assistance in the event of a marine emergency

Question 24.
While on watch at sea in the North Atlantic you receive an iceberg warning from the International Ice
Patrol providing iceberg positions. What would you do?

Answer:

The positions of the icebergs would be plotted onto the nav- igation chart along with the ship’s current
position. The ship’s Master would be informed of the report and made aware of the proximity of the
danger to the ship’s position

Question 25.

When involved in a coastal passage, in clear weather, how would you ascertain the vessels position to
ensure that the ship is maintaining her course?

Answer:

It would be normal practice to obtain the vessels position at regular intervals by both a primary and
secondary position fixing methods to ensure that the ship is proceeding on its intended track by using a
primary and secondary system (each method becomes a self- checking procedure)

Question 26.

What is expected of you as the designated prime look- out when acting as OOW?

Answer:

Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available
means appropriate to the prevailing circumstances and conditions so as to make a full appraisal of the
situation and of the risk of collision
Question 27.

What is a ‘Mason’s hygrometer’ and what is it used for?

Answer:

It is the name given to dry and wet bulb thermometers, usu- ally contained in the Stevenson’s screen
often found on the ship’s bridge wing. It is used for measuring the ‘humidity’

Question 28.

For what would you use a hydrometer when aboard ship?

Answer:

A hydrometer is used to obtain the density of dock water. The obtained value is then used in conjunction
with the Fresh Water Allowance (FWA) to obtain the Dock Water Allowance, i.e. the amount that the
vessel may submerge her load line mark, in any water other than sea water

Question 29.

When reading the precision aneroid barometer, what corrections would you make to the reading?

Answer:

The barometer is supplied with a calibration correction card which allows for a correction to be added to
the reading to adjust to mean sea level (table of height in metres air temperature in °C)
Question 30.

How would you check that the azimuth bearing circle, of the compass was correct?

Answer:

By taking a bearing of a terrestrial object, e.g. a lighthouse, with the arrow indication uppermost. Take a
second bearing of the same object, with the arrow in the downward position. Both readings should be
the same and the bearing circle can be used with confidence

Question 31.

What is the liquid found inside a magnetic compass bowl?

Answer:

The older design of liquid magnetic compass contained a mixture of one part alcohol to two parts
distilled water. The more modern magnetic compass would be filled with a clear oily fluid, derived from
‘Bayol'

Question 32.

The purpose of the alcohol in the liquid compass was to prevent the fluid from freezing in cold, high
latitudes. What was the purpose of the distilled water in the mixture?

Answer:

Distilled water was included in the fluid mixture to prevent the alcohol evaporating in warm latitudes
Question 33.

How would you check the performance of the radar on the navigation bridge?

Answer:

I would operate the ‘performance monitor’ (if fitted) on the instrumentation panel. Once activated the
range of the ‘plume’ could be compared with the Radar Specification Manual details

Note:New radars are usually fitted with a self-test control to meet instrument specifications.

Question 34.

When taking a visual three-point position fix, you find the charted plot produces a ‘cocked hat’. What
would you do?

Answer:

I would consider the position as unreliable and take another set of bearings. It would be prudent to also
obtain a secondary fix by an alternative method, e.g. radar or GPS

Question 35.

How would you test the steering gear prior to the vessel departing from a port?

Answer:

Having ascertained that the rudder and propeller area is clear of obstructions, I would turn the ship’s
wheel, hard over each way to port and starboard. When in the hard over positions I would note the
‘Helm Indicator’ and the ‘rudder indicator’ are both shown in the hard over positions. The auto-pilot
would also be tested to port and starboard, together with the tiller control. The rudder indicator should
be noted to reach the hard over position on each occasion

Question 36.

What information can you obtain from a barograph?

Answer:

The barometric tendency measured over the last three (3) hours

Question 37.

When joining a ship for the first time, how would you ascertain if the vessel had any ‘Blind Sectors’
affecting the radar(s)?

Answer:

It is common practice to display a diagram on a bulkhead, in close proximity to the radar, if its operation
is hampered by Blind Sectors. Alternatively, the Radar Specification Manual could be consulted and any
Blind Sectors would be indicated in the manual

Question 38.

When ascertaining risk of collision with another vessel, it is normal practice to take a series of ‘compass
bearings’ as per the COLREGS (Reference Rule 7(d)(i), see Appendix B). Why would you use ‘compass
bearings’?

Answer:

The compass card is a fixed reference and eliminates the ‘Yaw’ of the ship’s head when taking the
bearings
Question 39.

What are the three correctable errors that exist on a marine sextant?

Answer:

The first adjustment is for any error of perpendicularity, the second adjustment is for any side error, and
the third adjustment is for any Index Error

Question 40.

Where would you find the instrument error for a marine sextant?

Answer:

The instrument error of the sextant is found on the certifi- cate, inside the lid of the sextant’s box.

Question 41.

What is Collimation, with reference to the marine sextant?

Answer:

Collimation is an error on the sextant caused by the axis of the telescope not being parallel to the plane
of the instrument. With modern sextants the collar holding the telescope is permanently fixed and no
adjustment is possible
Question 42.

What are the non-correctable errors that are found with the marine sextant?

Answer:

Non-adjustable (or non-correctable) errors of the sextant, include:

(i) shade error, (ii) prismatic error, (iii) graduation error

Question 43.

Where would you find the ‘lubber line’?

Answer:

The lubber line is found on the inside of the magnetic com- pass bowl, in line with the fore and aft line of
the vessel. It is used to ref- erence the ship’s head on to a compass heading

Question 44.

While on watch you notice that the magnetic compass card is shuddering, what do you think might be
wrong with the instrument?

Answer:

Unusual movement of the compass card in this manner could be a reflection of dirty bearings or a lack of
lubrication on the gimbals

Question 45.

When obtaining the density of the dock water using a sample bucket of water obtained from the dock,
how would you ensure accuracy of your hydrometer reading?

Answer:

When obtaining the water sample I would ensure that the bucket is allowed to sink below the surface
and draw a sample that would be uncontaminated with surface debris

When using the hydrometer, I would spin the instrument to break any surface tension against the scale
bar and so obtain an accurate reading

Question 46.

When taking a position fix by use of the azimuth bearing circle, the charted position shows an enlarged
‘cocked hat’. What would you do?

Answer:

Any ‘cocked hat’ of size would probably indicate that one or more of the bearings and respective position
line(s) was incorrect. I would therefore consider that the position was unreliable and would look to take
another position. It is expected that primary and secondary position fixing methods are employed
wherever and when- ever possible. Having confirmed the position by an alternative system, I would
inspect the azimuth mirror for defect and check its use by car- rying out another sequence of bearings.
Any fault detected would be reported to the Master

Question 47.

How often do you test and check the ship’s steering gear?

Answer:

The regulations state that the steering gear must be tested by the ship’s crew, twelve (12) hours before
departure. In reality the steering gear is thoroughly checked out alongside the navigation equipment 1 to
2 hours before leaving any port. An entry is made into the Deck Log Book and the Master would be
advised that the opera- tional features were effective and free of defects (ships will have an ISM checklist
for such procedures)
Question 48.

How are the ship’s chronometers maintained?

Answer:

Most vessels are now equipped with ‘quartz chronometers’ and as such they do not have to be wound at
regular intervals like the 2- and 8-day mechanical chronometers. Most ships will keep the
chronometer(s) in a robust wood box with the instrument slung on a gimbal arrangement. This box will
in turn be mounted in an insulated cabinet with a glass, see through, dust protect- ive cover. It is normal
practice to rate the chronometer daily by comparison with a radio ‘time check signal’

Question 49.

What is the compass error and when do you apply it?

Answer:

The compass error is obtained by taking an azimuth or amplitude or by making a comparison on the
chart with a known bear- ing. The error is made up of the algebraic sum of Variation and Deviation and is
used to convert ‘compass’ bearings and courses to ‘true’ directions, and vice versa, true to compass

Question 50.

While on watch the ‘off course alarm’ is activated. What actions would you take as the Officer of the
Watch?

Answer:

The off course alarm is an audible signal and I would cancel this and investigate the cause of activation.
As the OOW I would ensure that the steering motor(s) is on and func- tioning correctly and immediately
check the comparison course on the magnetic compass with the gyro heading and the auto pilot
heading. The weather and/or sea state could have affected the course temporar- ily. If the cause cannot
be ascertained and rectified, I would engage man- ual steering by the magnetic compass and inform the
ship’s master of the defect. A statement would be entered into the deck log book to this effect

Question 51.

On a Roll On–Roll Off (Ro-Ro) vessel you are on sta- tions on the bridge prior to sailing. The cargo load
has just completed. How would you know that the stern ramp, and bow door/visor are locked down and
secured ready for sea?

Answer:

It is a requirement that Ro-Ro vessels have closed-circuit tel- evision (CCTV) monitoring all access points
into the vessel. It would be necessary to check the visual display monitor to see the watertight integrity
of the ship is intact. This would additionally be checked by a red/green light tell tale, sensor-activated
display showing all green lights. Each station operator or Deck Officer would also verbally con- firm by
radio that the respective aperture is closed and locked

Question 52.

Men are assigned to clean and paint the radar scanner tower. What precautions would you take as
OOW? (Assume that the vessel is in open water and clear visibility.)

Answer:

It would be expected to draw the fuses from the circuit box and place a notice on the Plan Position
Indicator (PPI) screen to the effect that maintenance was ongoing on the scanner to prevent acci- dental
switch on. The Master would also be informed

Question 53.

How is the pump room of a tanker, fire protected?

Pump rooms on tankers are protected spaces and covered by a fixed fire extinguishing system, which is
operated from outside of the compartment. (Usually a CO2operation. Note: Pump rooms are treated as
enclosed spaces.) After July 2002, under SOLAS II-2 Regulations 4, 5.10.3/4, cargo pump rooms were
required to be fitted with gas detection/bilge alarm systems

Question 54.

What are the parts of a ‘stockless anchor’?

Answer:

Anchor Crown ‘D’ shackle, shank, arms, fluke, pea or bill, crown, tripping palms. The lower part of the
anchor attached to the shank is termed the ‘head’ of the anchor

Question 55.

What is the length of a shackle of anchor cable?

Answer:

A shackle length is 15 fathoms, or 27.5m (90ft)

Question 56.

How are shackle lengths joined together?

Answer:

The most popular method of joining anchor cable shackles is by the use of ‘Kenter Lugless joining
shackles’ alternatively ‘D’ lugged joining shackles may be used
Question 57.

How would you secure the Stockless Anchor, when the vessel is about to proceed outward bound to sea?

Answer:

Once the anchor is ‘home’ and stowed correctly into the ‘hawse pipe’ the windlass brake would be firmly
applied. The hawse pipe cover would be set in position and the bow stopper would be secured. A devils
claw would be set and tensioned with the bottle screw and additional chain lashings may be passed
through the Anchor Crown ‘D’ shackle and shackled on deck. Finally, the ‘spurling pipes’ would be sealed
with either designated covers or by means of a stuffing pudding and cement

Question 58.

What is considered ‘Good Holding Ground’ for the anchor?

Answer:

Mud or clay

Question 59.

What is considered ‘Bad Holding’ ground for the anchor?

Answer:

Ooze, marsh, soft sand, rock, pebble

Question 60.
How does the anchor arrangement hold the ship teth- ered in one position?

Answer:

It is the amount of chain cable that effectively keeps the vessel in the anchored position, not just the
weight or size of the anchor itself. When anchoring the vessel, the objective is to lay the chain cable in a
line on the seabed and avoid the cable piling up. This action is meant to provide a horizontal pull on the
anchor to drive the ‘flukes’ into the holding ground. Note:A short length of cable would have tendency to
pull upwards and cause the anchor to ‘break out

Question 61.

What type of braking system, do you find on the ship’s windlass?

Answer:

There are several types of braking systems commercially available but probably the most widely used is
the ‘band brake’. Alternative system would be a ‘disc brake’

Question 62.

How is the ‘bitter end’ of the anchor cable secured inside the chain locker?

Answer:

The last link of the last shackle is usually an open link which is held in check by a through, draw bolt, in a
bracket or clench, quick release arrangement.

Securing the Bitter End. Current regulations require that the chain cable can be slipped from a position
external to the cable locker. The bitter end attachment being achieved by an easily removed draw bolt
system or similar arrangement
Question 63.

How would you break a Kenter, Lugless joining shackle?

Answer:

To break a Kenter joining shackle, ‘punch and drift’ the ‘spile pin’. Movement of the spile pin will push
out the ‘lead pellet’. Once the spile pin is removed, knock out the centre stud then separate the two
shackle halves by hammer blows to the side of the link

Question 64.

What prevents the spile pin from accidentally falling out of the joining shackle with the vibration caused
in the cable when operating anchors and cables?

Answer:

Once the tapered spile pin has been inserted into the shackle, a lead mould pellet is forced into the
‘dove tail chamber’, a space above the top of the pin. This shaped cavity prevents the lead from dropping
out, while at the same time retaining the spile pin

Question 65.

Where would you find the ‘ganger length’ on an anchor cable?

Answer:

The ganger length is the term given to the few additional links found between the Anchor Crown ‘D’
Shackle and the first (1st) joining shackle. The ganger length may or may not have a swivel piece within
it.
Question 66.

What and where is the ‘snug’ on a windlass?

Answer:

The snug is the recess found on the gypsy of the windlass or cable holder – that holding position where
the individual links drop into onto the gypsy

Question 67.

How do you know, after letting go the anchor, when the vessel is brought up?

Answer:

By watching the cable after applying the brake once the required scope has been played out. If the cable
rises up, to long stay and then bows, to form a ‘catenary’, then rises again. This cable movement is an
indication that the vessel is riding to her anchor not dragging her anchor. If the cable stays taught all the
time it may be assumed that the anchor is dragging under the tension

Question 68.

How would you normally pump out the chain locker, aboard a general cargo vessel?

Answer:

Normal practice would be to use a manual ‘hand pump’ operation. The reason for this is that the
construction Regulations only allow the ‘collision bulkhead’ to be pieced once and this is usually ssigned
to the fore peak tank because of its regular use, the chain locker being traditionally positioned forward
of this bulkhead.

Note:Deep draughted vessels would usually employ an educator process

What is the advantage of mooring using two anchors as opposed to a single anchor?

Answer:

Use of two anchors is used where weather is causing problems and a second anchor is employed usually
to prevent the vessel from dragging her single anchor. Where a designated moor is used, like a ‘running
moor’ operation, two anchors are employed to reduce the ‘circle of swing’

Question 70.

How would you measure the size of anchor cable?

Answer:

Measure the size of the bar that the link is manufactured from, by use of ‘external callipers’

Question 71.

How would you prepare an anchor for ‘letting go’ when coming in from sea?

Answer:

Having received orders to prepare the anchor, I would obtain power on deck from the engineers and
proceed to the foc’stle head with the stand-by man:

(a)Ensure that the windlass is out of gear, and turn the machinery over. The gears and moving parts
would be oiled as the machinery is stopped.
(b)Place the anchor in gear

(c)Remove the hawse pipe cover of the specified anchor.

(d)Remove the ‘devils claw’ and any additional chain lashings.

(e)Remove the bow stopper (guillotine or compressor type).

(f)Remove the brake on the windlass.

(g)If spurling pipe covers are employed these would be removed. (If cement and pudding has been used
– walk back the anchor a small amount, approximately 0.2m. This will be enough for the cement to crack
and clear the mouth of the spurling pipe. Waste cement can then be cleared with ease.)

(h)Continue to walk back the anchor, until the anchor is clear of the hawse pipe and above the water
surface.

(i)Place the brake on hard, and check that the brake is holding.

(j)Once the brake is seen to be effective, take the anchor out of gear.

(k)Report to the bridge that the anchor is ready for letting go.

Note:Not all ships ‘let go’ the anchor and it is common practice with the large and heavy anchor
arrangements to walk the anchor back all the way to the seabed.This would also apply to ‘deep water
anchorages’

Question 72.

How would you test the brake on the windlass?

Answer:

Once the brake has been turned on, it can be tested by the following methods:

(a)Having walked the anchor clear, reverse the movement of the windlass and turn the gear plates back
to provide a small space between them. Turn off the power and watch to see if the gear plates close up
on themselves. If the gear plates remain stationary and the ‘gap’ does not close the brake is effective.

(b)Alternative method would be to put the brake on and provide a burst of power to the chain
movement. Provided the anchor chain does not move forward, it will be observed that the windless bed
shudders under the stationary weight. The brake can be considered as being effective. (This is not the
best method as over time it could strain the securing of the windlass bed.)

Question 73.

When in Dry Dock, it is decided to ‘end for end’ the anchor cables. Once this operation is completed,
what action must now be carried out before the cables are returned to the chain lockers?

Answer:

Following end for ending, the cables would need to be re-marked.

Question 74.

When weighing the anchor, when would you inform the bridge that the anchor is ‘aweigh’?

Answer:

The ship is still considered to be anchored all the while the anchor is in contact with the seabed. Once
the anchor clears the bottom, the up and down chain will be seen to fall away, back to the ship and it can
be assumed that this moment in time is when the anchor is termed ‘aweigh’.

Note:The experienced Officer is generally not in any hurry to signal to the bridge, ‘anchor aweigh’. He
would much prefer to see the anchor hove up, to a position of being ‘sighted and clear’.This avoids
embarrassment later, in the event that the anchor has been fouled

Question 75.

What is the difference between ‘short stay’ and ‘long stay’?

Short stay is a term used to express a short amount of visible cable at a steep angle from the hawse pipe
to the water surface. Whereas long stay is a term which describes where the cable is in a more horizontal
direction towards being parallel to the surface of the water. The cable is said to ‘grow’ from a shorter
stay to a long stay aspect

Question 76.

What ‘day signal’ must a vessel display when lying to her anchor?

Answer:

A vessel at anchor must display a ‘black ball’, in the fore part of the vessel, where it can best be seen. The
ball shall be not less than 0.6m in diameter

Question 77.

What is the fog signal for a vessel at anchor?

Answer:

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 78.
Where would you expect to find a swivel link in the anchor cable?

Answer:

If the cable contains a swivel piece this would normally be found next to the Anchor Crown ‘D’ shackle
set into the ganger length before the first joining shackle of the cable.

Question 79.

What type of bow stoppers do you know?

Answer:

There are two popular types of bow stopper employed. These are the ‘Guillotine Bar’ type and the
‘Compressor’ type. The tanker and offshore vessels often employ an auto-kick down (AKD) type stopper,
which is counter weighted to wedge against the links of the chain

Question 80.

What is the range of the anchor lights of a vessel over 50m in length?

Answer:

Three (3) miles.

Question 81.

What is the difference between a ‘fouled anchor’ and a ‘fouled hawse’?

Answer:
The fouled anchor is the description given to when the anchor itself is fouled by some object like a cast
off fishing wire, or even by its own cable turned around the fluke. A fouled hawse occurs when the vessel
has moored with two anchors and ship’s anchor cables have become entwined, usually caused by a
change in the wind direction, causing the vessel to swing in opposition to the lay of cables

Question 82.

While acting as OOW aboard a vessel riding to a single anchor, you observe that the vessel is yawing
excessively from side to side. What are the dangers of this and what action would be expected?

Answer:

If excessive yawing is taking place there is a danger that the anchor will be broken out of the ground
allowing the vessel to subse- quently drag her anchor. The OOW would be expected to inform the master
of the vessels movement and he would probably order more cable to be laid. The position and the
weather conditions should be tightly monitored and the state of any tidal stream should be checked.

Question 83.

What do you understand by the term ‘stowage factor’?

Answer:

Stowage factor is the volume occupied by unit weight and expressed in either ft3/ton, or m3/ton. (No
account is taken of broken stowage)

Question 84.

What is ‘broken stowage’?

Answer:

Unfilled spaces between cargo packages is termed ‘broken stowage’. It tends to be the greatest amongst
assorted sizes of large cases where the stow is at the turn of the bilge or where the vessel fines off, in the
fore and aft regions

Question 85.

What is ‘Grain Space’?

Answer:

This is the total internal volume of the cargo compartment measured from the internal side of the shell
plating to the shell plating on the opposite side. Also measured from the ‘tank tops’ to the under deck.
This measurement is used for any form of bulk cargo which could completely fill the space. An allowance
being made for space occupied by beams and frames, etc

Question 86.

What is ‘bale space’?

Answer:

Bale space is the internal volume measured from the under- side of beams to the tank tops and from the
inside edges of the spar ceiling and bulkhead stiffeners

Question 87.

How could you separate similar cargoes but destined for different Ports of discharge?

Answer:

Depending on the nature of the cargo parcels would depend on the type of separation that could be
employed. Clearly the best form of separation is to stow cargoes in alternative compartments. In the
event that the loading plan does not permit this, paint, paper, dye mark, dunnage, burlap or nets can be
used on a variety of general cargoes.
Question 88.

How would you prepare a cargo hold for the carriage of ‘Grain’?

Answer:

I would ensure that the hold was thoroughly clean and dry. It should be seen to be free of rust and
infestation. The hold should be free of any ‘taint’ from previous cargoes. I would test the hold bilge suc-
tions and ’tween deck scuppers and ensure that the bilge bays are cleanand dry. The bilges would then
be covered with ‘burlap’ (sack cloth- ing) to allow passage of water but not solid matter. The vessel
would be expected to comply with the ‘Grain Regulations’ and may need feeder construction or the
rigging of shifting boards. Prior to commencement of loading it would be anticipated that the hold may
be inspected by a cargo surveyor to provide National Authority Approval, for the carriage of grain.

Note:Bulk carrier type vessels require a ‘Document of Authorisation’ and do not require the National
Authority Approval

Question 89.

What is the purpose of ‘dunnage’?

Answer:

Dunnage is wood plank boards laid under cargoes to provide ventilation and in some cases assist
drainage of moisture from cargoes. Some cargoes require ‘double dunnage’. All dunnage must be clean
and free of oil or grease contamination as this could spoil cargo quality. Dunnage can be used as a
separation mode between cargo parcels but its prime function is to separate cargo from the steel decks
and avoid cargo sweat

Question 90.

While engaged in loading a tanker, a malfunction occurs in the inert gas system (IGS). What should the
Cargo Officer of the Deck do?

Answer:

Any failure in operation of the IGS would immediately cause all loading operations to cease

Question 91.

What are the main concerns for the Chief Officer if the vessel is scheduled to carry timber as deck cargo?

Answer:

When carrying timber as deck cargo there are two main concerns:

(1)the securing of the timber cargo,

(2)the absorption factor of timber, effecting the stability of the vessel

Question 92.

How would you load bags of ‘Mail’ and what precautions would you take aboard a general cargo vessel?

Answer:

Mail bags are treated as a ‘special cargo’ and would be loaded by nets or in a container under the
supervision of a Security Officer.They would normally be tallied aboard, if loose and given ‘lock up’ stow

Question 93.

If your vessel is fitted with 5ton safe working load (SWL) derricks could you load a 4.5ton weight?

Answer:
Yes, the load could be lifted but not on the single whip, cargo runner. Normal practice would dictate that
the derrick is fitted with a 24mm FSWR cargo runner and the SWL of the wire would be exceeded. In
order to lift this weight the derrick would need to be doubled up, so providing a ‘gun tackle’ (two parts
of wire in the purchase). This would effectively place 2.25ton on each part of wire, each under the SWL

Question 94.

Tanker vessels employ an IGS when engaged in loading. What prevents inert gas flowing backwards,
towards the accommodation?

Answer:

Inert gas is prevented from going into a reverse flow, because each system is fitted with a ‘deck water
seal’ effectively a non- return valve

Question 95.

What alarms would you expect to find on an IGS?

Answer:

All IGSs must carry the following alarms:

(a)Low water rate/pressure in the scrubber.

(b)High water level rate inside the scrubber.

(c)High gas temperature.

(d)Failure of inert gas blower.

(e) High oxygen.

(f)Power supply failure on automatic control.

(g)Low water level in the deck water seal.

(i)High gas pressure

Question 96.

How would you stow 500 drums of corrosive liquid as deck cargo?

Answer:

It would be normal practice to check the product with the IMDG Code, to ensure that it was not
incompatible with any other deck cargo being carried. This publication would also advise on any special
stowage conditions. Unless otherwise advised these drums would be stowed in small batches so as to
allow access to any leaking drums whilst in transit. In the event of a leaking drum developing while at
sea, it may become necessary to ‘jettison’ the effected drum(s). Each batch of drums would be lashed
and netted against movement, alongside protected bulwarks and/or ship’s rails. Securings would be
inspected daily and re-tensioned if found to be slack during the passage

Question 97.

What ventilation would you expect to provide to a full bulk cargo of coal?

Answer:

Coal gives off gas which rises through the cargo to the top surface and therefore must be given, ‘surface
ventilation’ in order to clear gases. It is customary to lift hatch edges on old ships, when in good weather
to clear coal gases. However, hatches should not be opened in adverse conditions that could in any way
have a detrimental effect on the watertight integrity of the ship

New ships must comply with the BC Code and be provided with permanent venting systems

Question 98.

What is the ‘ullage’ in a cargo oil tank?

Ullage is defined as the amount of liquid that a tank requires in order to be full. The ullage measurement
is often measured by means of a gauge or a calibrated ullage stick

Question 99.

What type of slinging arrangement would be employed to lift steel ‘H’ girders on board?

Answer:

Most steelwork, including ‘H’ girders would use chain slings. A spreader may also be employed
depending on the overall length of the girders

Question 100.

Cargo ‘pump rooms’ must be fitted with certain alarm systems. What are these alarms?

Answer:

Since July 2002, cargo pump rooms must have a gas detection alarm and a bilge alarm system

Question 101.

What do you understand by the term ‘flashpoint’?

Answer:
Flashpoint is described as the lowest temperature at which a liquid gives off sufficient vapour to form a
flammable mixture with air, near the surface of the liquid

Question 102.

What goods require a magazine stowage?

Answer:

Class I and II, explosive goods require a specially constructed magazine stowage

Question 103.

What is cargo sweat?

Answer:

Cargo sweat occurs when the vessel is going from a cold cli- mate to a hot climate and ventilating
hatches at the wrong time. When the temperature of the hold and cargo is below the dew point of the
incoming outside air cargo sweat can occur. Contrast is made to ‘ships sweat’ which is caused by not
ventilating the cargo spaces

Question 104.

What is the function of a cargo plan?

Answer:

The purpose of the cargo plan is to show the disposition of cargoes, showing the amount and type of
cargo together with its port of discharge. It is a pictorial display which is meant to prevent cargo being
over carried. It also allows the Chief Officer to order the necessary labour/equipment to facilitate the
discharge at respective ports
Question 105.

How would you stow 40ft drop trailers in the vehicle deck of a Roll On–Roll Off Vessel?

Answer:

Vehicle decks on Ro-Ro vessels are fitted with star/dome lashing points. Drop trailers would be stowed
and lashed in accord with the Cargo Securing Manual which would provide examples of securing
methods. This size of trailer would normally be secured by a minimum of six (6) chain lashings each fitted
with a tension load binding bar, the trailer being landed on a trestle at the front end while the rear is
balanced by back wheels. A manual brake system would also be applied

Question 106.

How is the maximum load on a vehicle ramp determined?

Answer:

Permitted ramp loads are determined by axle weight, namely the weight of the load divided by the
number of wheel axles

Question 107.

What precautions would you take prior to loading chemicals?

Answer:

I would be expected to check the IMDG Code with the correct name of the commodity and note any
stowage recommendations. It would also be prudent to note the procedures to take in the event of
spillage of the product, making any reference to the Medical First Aid Guide. Documentation of
hazardous goods would be supported by emergency contact names and numbers for relevant shore side
assist- ance. These would normally be held on the bridge for immediate use
Question 108.

While working cargo in port the fire alarm is activated. What would you do as the Duty Cargo officer at
the time?

Answer:

It would be prudent to stop all cargo work operations and remove all unnecessary Personnel from the
ship, e.g. stevedores. I would instruct the ship’s foreman to check his men are clear of the ves- sel by
head count and report back to the Chief Officer that his men are clear and in safety. It would then be
expected that the Cargo Officer would report to his designated fire muster station

Question 109.

What is the difference between a ‘hounds band’ and a ‘spider band’on a derrick?

Answer:

A hounds band is the lugged band found around a mast to support the shrouds and the supporting stays.
A spider band is found around the head of a derrick, to secure the guys, topping lift and lifting purchase

Question 110.

What marking would you expect to find on the binding of a metal block?

Answer:

The safe working load and the certificate number

Question 111.

What is the difference between a ‘head block’ and a ‘heel block’?

Very little difference other than the head fitting on the head block is an oval becket, while the ‘heel
block’ will be fitted with a ‘duck bill’ fitting to accommodate the gooseneck arrangement

Question 112.

As Officer of the Deck, when would you inspect the rigging of the derricks or cranes?

Answer:

Every time they are used

Question 113.

When doubling up a derrick, what lifting tackle is made?

Answer:

A gun tackle

Question 114.

What is the purpose of the heart inside a flexible steel wire rope?

Answer:

The purpose of the heart to the wire, is to provide ‘flexibil- ity’ and ‘lubrication’
Question 115.

What is the construction of a crane wire?

Answer:

Crane wires have a multi-plat construction known as ‘Wirex’ this type of lay having non-rotational
properties

Question 116.

Where would you expect to find a ‘Union Plate’ on a derrick rig?

Answer:

Union Plates are employed on derricks which operate with a single span ‘topping lift’ as opposed to a
‘span tackle’, topping lift. The downhaul of the single span topping lift is shackled to the apex of the
Union Plate, while the bull wire, and chain preventer are secured to the base of the plate. They are also
employed to secure the runners and hook arrangement in a union purchase rig, where a triple swivel
hook is not used

Question 117.

What is a ‘schooner guy’?

Answer:

A schooner guy is set to replace the crossed inboard guys of two derricks when rigged in union purchase
rig. The schooner is shackled between the spider bands of each derrick and acts to brace the two
derricks within the rig

Question 118.

What is the difference between ‘standing rigging’ and ‘running rigging’?

Answer:

Running rigging is any wire or cordage which passes through a ‘block’. In the case of steel wire ropes,
running rigging would be of flexible construction. Standing rigging, is generally steel wire rope, which
does not pass over the sheave of a block. Its construction is 6 6, or 6 7 and is employed for such items
as stays or shrouds.

Question 119.

How would you normally secure a pilot ladder?

Answer:

Modern day tonnage is usually constructed with a pilot board- ing station and a designated gateway
either side of the vessel. This station is generally fitted with twin deck ‘pad-eyes’. The rope tails of the
pilot ladder are secured to the pad-eyes, by means of round turns and two half hitches. If the ship is
fitted with bulwarks, the ladder is passed over the gun- wale capping and the rope tails are passed
through the ‘freeing port’ and turned and secured about the ladders side ropes

Question 120.

When would you expect a steel wire rope to be condemned?

In the event that 10% of the wires are broken in any 8 diam- eter lengths of the wire, it should be
condemned

Question 121.

How do you know a rope has been approved and designated for use with Life Saving Appliances?

Answer:

The rope will carry a specified ‘colour yarn’ rove through the lay of the rope. The yarn was originally
referred to as a ‘Rogues Yarn’, and was designated to a specific port of origin to prevent one Royal Navy
ship from stealing the ropes of another Royal Navy ship, from a different port. The term ‘Rogues Yarn’
still survives but for identification purpose

Question 122.

How would you supervise the breaking out of a new coil of mooring rope?

Answer:

I would instruct the Boatswain to use a suspended turntable, and flake the new rope the full length of
the deck (approximately 120 fathoms in a new coil). It would then be coiled and stowed in the rope
locker ready for future use

Question 123.

How would you supervise the painting of the ship’s bow by use of stages?

Answer:
With any operation overside, I would carry out a ‘risk assessment’ and make reference to the Code of
Safe Working Practice(CSWP) for relevant precautions when rigging stages. These would include the
following. Load test and inspect the stages for possible defect prior to use, ensure adequate lengths of
new ‘gantlines’ are cut to secure stages by ‘stage hitch and lowering hitch’. Order personnel to wear
harness and secured lifelines. Have a stand-by man in attendance to the stage operation, and rig
appropriate side ladders to accommodate stage positions. A lifebuoy and heaving lines would be readily
available for this operation. Many ships have a steep flare under the bow region, and this oper- ation
would necessitate the rigging of a bowsing in line around the bow. Paint rollers would require man-
helpers attached in order to paint extended areas.

Question 124.

When taking a docking tug, how would you secure the tugs wire towline?

Answer:

Instructions from the pilot or the ship’s Master may dictate the method of securing the tugs wire.
However, in the absence of posi- tive instruction it would be anticipated that the towline would be
obtained initially by heaving line, followed by a rope tail messenger. The wire would then be heaved on
board and turned about the bitts in figure of ‘8’ fashion, leaving the eye clear. The turns on the bollards
would then be secured by a light lashing

Question 125.

When acting as the Mooring Officer, at the ship’s aft station, what would be your main concerns and
priorities?

Answer:

My prime concern in any mooring operation would be the safety of personnel engaged on the mooring
deck. To this end I would pay particular attention to ensure effective communications to and from the
mooring station. The ropes and associated resources would be inspected to make sure that heaving lines
were in place, winches fully operational, and that all personnel had been briefed on the mooring
procedures. Ropes and wires would be cleared and ‘flaked’ ready for running in a manner as to avoid
kinking. Stoppers would be rigged and seen to be in a good condition and the whole area would be
adequately illuminated during the hours of darkness, also since the propeller could be run at any time I
would take special care not to foul my lines with the propeller.When tugs are approaching near aft
should inform the bridge, so that propeller movements can be restricted

Question 126.

How would you apply a chain stopper to a mooring wire when transferring the mooring from the winch
drum to the ‘bitts’?

Answer:

The chain stopper is employed on a mooring wire by means of a ‘cow hitch’ and then turned up against
the lay of the wire (if the chain is turned with the lay the links could cause the wire to distort)

Question 127.

When employing ‘bulldog wire rope grips’, how would you secure them?

Answer:

When securing wire rope grips the positioning of each grip must be considered essential to the security
of the hold. When securing grips the bolted brace part of the grip must be placed on the standing part,

Question 128.

What would you use ‘seizing wire’ for?

Answer:
Seizing wire is employed for various uses including: mark- ing of anchor cables at the shackle length
ends, also for mousing the bolts/pins of shackles to prevent them from coming loose. The wire can also
be secured to prevent bottle screws (US Turnbuckles) from accidentally unwinding

Question 129.

When splicing an eye into a mooring rope, what tools and implements would you need to use?

Answer:

Mooring ropes are heavy and of a large diameter. In order to affect an eye splice a large ‘setting fid’
would be needed with a heavy mal- let to open up the strands of the rope in order to complete the
splice

Question 130.

How would you join two wire hawsers together (without eye splicing) to take exceptional weight as in a
towline?

Answer:

Turn the ends of the hawsers into a ‘diamond carrick bend’. Take the weight on the hawsers and then
secure the tails with lashings. The use of the carrick bend is preferred to the ‘double sheet bend’ because
it will not jam when under tension and will release easily.

Note:The weight needs to be taken before the lashings secure the tails or the lashings will be pulled
adrift.

Question 131.
When would you employ a Spanish eye? (Sometimes referred to as a reduced eye or a Flemish eye.)

Answer:

This eye is found in a runner wire bolted onto the barrel of a cargo winch by means of a ‘U’ bolt

Question 132.

What hitch would you use when securing a boatswains chair to a gantline?

Answer:

A double sheet bend only