Stability Past Paper Theory

CLASSIFICATION: 3 - Confidential
4. With reference to the International Safety Management Code:
(a) State the objectives of the Code;

(4)
(b) State FIVE functional requirements of a Safety Management System.

(10)
(c) During an onboard fire drill, a fire alarm system failure occurs.
State, giving reasons, the type of non-conformity this is .

(6)
5. (a) The objectives of the Code are to ensure safety at sea, prevention
of human injury or loss of life, and avoidance of damage to the
environment, in particular, to the marine environment, and to property.
(b) Functional requirements for a Safety Management System (SMS)
Every Company should develop, implement and maintain a Safety

Management System (SMS) which includes the following functional
requirements:
• a safety and environmental protection policy;
• instructions and procedures to ensure safe operation of ships and

protection of the environment in compliance with relevant international
and flag State legislation;
• defined levels of authority and lines of communication between, and

amongst, shore and shipboard personnel;
• procedures for reporting accidents and non-conformities with the

provisions of this Code;
• procedures to prepare for and respond to emergency situations;

and
SQA Stability and Operations Past Papers 1 16/07/2018
No 70 July 2018 APR & PE

• procedures for internal audits and management reviews.
(pick 5 of 6)
(c) Major non-conformity means an identifiable deviation that poses a serious

threat to the safety of personnel or the ship or a serious risk to the environment
that requires immediate corrective action and includes the lack of effective and
systematic implementation of a requirement of this Code.
Example
The ship is not maintained in conformity with the provisions of relevant rules and
regulations.
Objective Evidence
The fire alarm system failure occurs
5, The INTERNATIONAL MARITIME PILOTS ASSOCIATION provides details

for the boarding arrangements to be provided by the shipfor pilots boarding from
a pilot boat.
A ship is at anchor and preparations are being made by the OOW for proceding
into port.
Describe the requirements for safe pilot access that must be complied with,
when no side shell door is available and the pilot is to board from a boat.
The ship’s freeboard exceeds nine metres.

(20)
The rigging of the pilot transfer arrangements and the embarkation of a

pilot shall be supervised by a responsible officer having means of
communication with the navigation bridge and who shall also arrange for

the escort of the pilot by a safe route to and from the navigation bridge.
Personnel engaged in rigging any equipment shall be instructed in the
safe procedures to be adopted and the equipment shall be tested prior to
use.
In all ships, where the distance from sea level to the point of access to, or
egress from, the ship exceeds 9 m, and when it is intended to embark and
disembark pilots by means of the accommodation ladder, or other equally
safe and convenient means in conjunction with a pilot ladder, the ship
shall carry such equipment on each side, unless the equipment is capable
of being transferred for use on either side.
The accommodation ladder shall be sited leading aft. When in use, means
shall be provided to secure the lower platform of the accommodation
ladder to the ship's side, so as to ensure that the lower end of the
accommodation ladder and the lower platform are held firmly against the
ship's side within the parallel body length of the ship and, as far as is
practicable, within the mid-ship half-length and clear of all discharges. The
accommodation ladder shall be at an angle of no more than 45 o.
When a combination arrangement is used for pilot access, means shall be

provided to secure the pilot ladder and manropes to the ship's side at a
point of nominally 1.5 m above the bottom platform of the accommodation
ladder.
In the case of a combination arrangement using an accommodation ladder

with a trapdoor in the bottom platform (i.e. embarkation platform), the pilot
ladder and man ropes shall be rigged through the trapdoor extending
above the platform to the height of the handrail.
Means shall be provided to ensure safe, convenient and unobstructed

passage for any person embarking on, or disembarking from, the ship
between the head of the pilot ladder, or of any accommodation ladder or
other appliance, and the ship's deck. Where such passage is by means of:

• a gateway in the rails or bulwark, adequate handholds shall be

provided;
• a bulwark ladder, two handhold stanchions rigidly secured to the

ship's structure at or near their bases and at higher points shall be
fitted. The bulwark ladder shall be securely attached to the ship to
prevent overturning.
The following associated equipment shall be kept at hand ready for

immediate use when persons are being transferred:
• two man-ropes of not less than 28 mm and not more than 32 mm in

diameter properly secured to the ship if required by the pilot; man-
ropes shall be fixed at the rope end to the ring plate fixed on deck
and shall be ready for use when the pilot disembarks, or upon
request from a pilot approaching to board (the manropes shall reach
the height of the stanchions or bulwarks at the point of access to
the deck before terminating at the ring plate on deck);
• a lifebuoy equipped with a self-igniting light;
• a heaving line
Adequate lighting shall be provided to illuminate the transfer

arrangements overside, and the position on deck where a person embarks
or disembarks.
6. Describe the purpose and legal status of the following publications:
(a) Code of Safe Working Practices for Merchant Seafarers;
(b) Marine Guidance Notes (MGNs);
(c) Merchant Shipping Notices (MSNs).


(a) PURPOSE Guidance and best practice in complying with UK Health and
Safety Regulations.
Compliance with the ISM Code complements compliance with existing health
and safety regulations and use of the guidance in this Code. For example,
• The ISM Code requires that the Company’s Safety Management System
should “ensure that applicable codes, guidelines and standards recommended
by the Administration” are taken into account. This Code is one such “applicable
code”, and an ISM audit may consider how the guidance it contains has been
implemented.
(b) Marine Guidance Notes (MGNs) provide guidance on the interpretation

of the law, recommendations on best practice and general safety advice.
Although only advice the advice should be incorporated into a ship’ SMS
(c) MSN; Merchant Shipping Notice MSNs contain the technical detail of
regulations called ‘statutory instruments’ (SIs). This is mandatory information
and must be complied with under UK legislation.
4. With reference to the Code of Safe Working Practices for Merchant

Seafarers as amended:
(a) Prior to entering a dangerous (enclosed) space, list the gases to be

checked for using the vessel’s atmosphere-testing equipment.
(4)
(b) A ballast tank on an oil tanker has been opened and entered for
inspection.
All precautions prior to entering the space have been completed.
State the procedures and arrangements to be complied with while


the tank inspection is being carried out.

(16)
(a) 15.6.1 From January 2016, ships are required to carry atmosphere-
testing equipment. This must be capable of measuring
concentrations of oxygen, flammable gases or vapours, hydrogen
sulphide and carbon monoxide prior to entry.
(b) 15.9 Procedures and arrangements during entry

15.9.1 Ventilation should continue during the period that the space is
occupied and during temporary breaks. In the event of a failure of the
ventilation system, any personnel in the space should leave
immediately.
15.9.2 The atmosphere should be tested periodically whilst the space

is occupied, and personnel should be instructed to leave the space
should there be any deterioration of the conditions. Testing should be
carried out more frequently if there is any possibility of change in the
conditions in the space. Should a personal gas detector give an
alarm, everybody should leave the space immediately.
15.9.3 If unforeseen difficulties or hazards develop, the work in the

space should be stopped and everybody should leave the space so
that the situation can be re-assessed. Permits should be withdrawn
and only re-issued, with any appropriate revisions, after the situation
has been re-assessed.
15.9.4 If any personnel in a space feel in any way adversely affected,

they should give the pre-arranged signal to the attendant standing by
the entrance and immediately leave the space.

15.9.5 Should an emergency occur, the general (or crew) alarm should
be sounded so that back-up is immediately available to the rescue
team. Under no circumstances should the attendant enter the space.
15.9.6 If air is being supplied through an airline to the person in the

space, a check should be made immediately that the air supply is
being maintained at the correct pressure.
5. (a) With reference to the Code of Safe Working Practices for Merchant
Seafarers, outline the general principles to be observed with respect to
safe movement on board ship.
(10)
(b) While rigging a pilot ladder, a seafarer falls overboard.
State the immediate actions to be taken by the Officer of the Watch (5)
11.2.1 All deck surfaces used for transit about the ship and all
passageways, walkways and stairs should be properly maintained
and kept free from substances liable to cause a person to slip or fall.
11.2.2 For areas used for transit, loading or unloading of cargo or for other
work processes, an adequate level of lighting should be provided.
Further guidance is in section 11.5 and in Annex 11.2 to this chapter.
11.2.3 The Company, employer and master are also responsible for
ensuring that any permanent safety signs providing information for
those moving around the ship comply with the regulations and
merchant shipping notice.
S.I. 2001/3444, MGN 556(M+F) Amendment 1
11.2.4 Any opening, open hatchway or dangerous edge into, through or

over which a person may fall should be fitted with secure guards or

fencing of adequate design and construction. Advice on guardrails

and safety fencing is given in section 11.6. These requirements do not
apply where the opening is a permanent access way or where work is
in progress that could not be carried out with the guards in place.
11.2.5 The ship’s powered vehicles (including mobile lifting equipment)

may only be driven by a competent, authorised person who is able to
ensure that they are used safely. Such vehicles must be properly
maintained.
11.3 Drainage
11.3.1 Decks that need to be washed down frequently, or are liable to

become wet and slippery, should be provided with an effective means
of draining water away. Apart from any open deck, these places
include the galley, the ship’s laundry and the washing and toilet
accommodation.
11.3.2 Drains and scuppers should be regularly inspected and properly

maintained.
11.3.3 Where drainage is by way of channels in the deck, these should be

suitably covered.
11.3.4 Duck boards, where used, should be soundly constructed and

designed and maintained so as to prevent accidental tripping.
11.4 Transit areas
11.4.1 Where necessary for safety, walkways on decks should be clearly

marked, e.g. by painted lines or other means. Where a normal transit
area becomes unsafe to use for any reason, the area should be
closed until it can be made safe again.
11.4.2 Transit areas should where practicable have slip-resistant surfaces.

Where an area is made slippery by snow, ice or water, sand or some

other suitable substance should be spread over the area. Spillages of

oil or grease, etc. should be cleaned up as soon as possible.
11.4.3 When rough weather is expected, lifelines should be rigged securely

across open decks.
11.4.4 Gratings in the deck should be properly maintained and kept closed
when access to the space below is not required.
11.4.5 Permanent fittings that may cause hazards to movement (e.g. pipes,
single steps, framing, door arches, and top and bottom rungs of
ladders) should be made conspicuous by the use of contrasting
coloured, marking, lighting or signage. Temporary obstacles can also
be hazardous and, if they are to be there for some time, they should
be marked by appropriate warning signs.
11.4.6 When at sea, any gear or equipment stowed to the side of a

passageway or walkway should be securely fixed or lashed against
the movement of the ship.
11.4.7 Litter and loose objects (e.g. tools) should not be left lying around.
Wires and ropes should be stowed and coiled so as to minimise
obstruction.
11.4.8 Particular attention should be given to areas to which shore-based

workers and passengers have access, especially on deck, as they will
be less familiar with possible hazards.
11.4.9 When deck cargo is being lashed and secured, special measures
may be needed to ensure safe access to the top of, and across, the
cargo.
11.5 Lighting
11.5.1 The level of lighting should be such as to enable obvious damage

to, or leakage from, packages to be seen. When there is a need to
read labels, or container plates, or to distinguish colours, the level of

lighting should be adequate to allow this or other means of

illumination should be provided.
11.5.2 Lighting should be reasonably constant and arranged to minimise

glare, dazzle and the formation of deep shadows and sharp contrasts
in the level of illumination between one area and another.
11.5.3 Where visibility is poor (e.g. due to fog, clouds of dust, or steam),
which could lead to an increase in the risks of accidents occurring,
the level of lighting should be adjusted accordingly to maintain
consistent and adequate illumination.
11.5.4 Lighting facilities should be properly maintained. Broken or

defective lights should be reported to the responsible person and
repaired as soon as practicable.
11.5.5 Before leaving an illuminated area or space, a check should be

made that there are no other persons remaining within that space
before switching off or removing lights.
11.5.6 Unattended openings in the deck should either be kept illuminated

or be properly or safely closed before lights are switched off.
11.5.7 When portable or temporary lights are in use, the light supports and
leads should be arranged, secured or covered so as to prevent a
person tripping, being hit by moving fittings or walking into cables or
supports. Any slack in the leads should be stowed so as not to create
a trip hazard. The leads should be kept clear of possible causes of
damage (e.g. running gear, moving parts of machinery, equipment
and loads). If they pass through doorways, the doors should be
secured open. Leads should not pass through doors in watertight
bulkheads or fire door openings when the ship is at sea. Portable
lights should never be lowered or suspended by their leads.

11.5.8 Where portable or temporary lighting has to be used, fittings and

leads should be suitable and safe for the intended usage. To avoid
risks of electric shock from mains voltage, the portable lamps used in
damp or humid conditions should be of low voltage, preferably 12
volts, or other suitable precautions should be taken.
11.6 Guarding of openings
11.6.1 Hatchways that are open for handling cargo or stores, through
which persons may fall or on which they may trip, should be closed
as soon as work stops, except during short interruptions or where
they cannot be closed without prejudice to safety or mechanical
efficiency because of the heel or trim of the ship.
11.6.2 The guardrails or fencing should have no sharp edges and should
be properly maintained. Where necessary, locking devices and
suitable stops or toe-boards should be provided. Each course of rails
should be kept substantially horizontal and taut throughout their
length.
11.6.3 Guardrails or fencing should consist of an upper rail at a height of 1

metre and an intermediate rail at a height of 0.5 metres. The rails may
consist of taut wire or taut chain.
11.6.4 For small motor craft up to 24 metres length of hull, equivalence can
be applied for showing compliance with ISO 15085:2003 Small craft –
Man-overboard prevention and recovery. Compliance with ISO
15085:2003 can be accepted in lieu of the 1 metre guard rail height
requirement.
ISO 15085:2003
11.6.5 Where the opening is a permanent access way, or where work is in

progress which could not be carried out with the guards in place,
guards do not have to be fitted during short interruptions in the work

(e.g. for meals), although warning signs should be displayed where

the opening is a risk to other persons.
11.7 Watertight doors
11.7.1 Watertight doors can inflict serious injury if their operation is not
carried out correctly. Therefore, all seafarers who would have
occasion to use any watertight doors
should be instructed in their safe operation. Seafarers who have not been
instructed in their use should not under any circumstance operate
them until such training has been given. Training records should be
kept. Doors should always be operated in accordance with local
instructions.
MGN 35(M+F) Amendment 1
11.7.2 Class D watertight doors must always be kept closed during

navigation.
11.7.3 Class C watertight doors may be opened during navigation to permit

the passage of passengers or crew. The door must be immediately
closed when transit through the door is complete.
11.7.4 Class B watertight doors may be opened during navigation when

necessary for work in the immediate vicinity of the door. The door
must be immediately closed when that work is finished.
11.7.5 Class A watertight doors are permitted by the administration to

remain open during navigation. In all cases, if a watertight door is
found closed it may automatically close after being opened manually
so extra care must be taken.
11.7.6 Any class of watertight door may be put into bridge operation mode.
If opened locally under these circumstances the door will reclose
automatically with a force sufficient to crush anyone in its path as

soon as the local control has been released. It is safest to treat doors
as if they are in this mode at all times.
11.7.7 The local controls are positioned on each side of the door so that a
person passing through may open the door and then reach to the
other control to keep the door in the open position until transit is
complete. As both hands are required to operate the controls, no
seafarer should attempt to carry any load through the door
unassisted. If it is necessary to carry anything through a watertight
door in these circumstances another person should be employed to
assist.
11.7.8 Notices clearly stating the method of operation of the local controls
should be prominently displayed on both sides of each watertight
door.
11.7.9 No one should attempt to pass through a watertight door when it is

closing and/or the warning bell is sounding. In all cases, seafarers
should wait until the door is fully open before attempting to pass
through it.
11.7.10 Any watertight door found in a closed position must be returned to

that position after opening.
11.7.11 When reading this advice, note should be made of the content of
marine guidance note MGN 35(M+F) Amendment 1, Accidents when
using power-operated watertight doors.
(b) Raise the alarm, throw a lifebuoy to the person, or close by to mark
the position. Consider putting an embarkation ladder down near the
person if possible, prepare the rescue boat. If there are small vessels
nearby, signal to them to assist. Update the Master on the situation.

6. A general cargo vessel is in port for loading operations.
Outline the duties of the Officer of the Watch with respect to security,
which is set at Level 1.
Basic duty – control and monitor access to the vessel.
Ensure the gangway watch is being performed in accordance with

Ship’s Security Plan for security threat level.
Brief gangway watchman on duties, communications and expected

visitors and deliveries.
Ensure checking of identity of all persons boarding by gangway

watchman. Ensure baggage checks are performed as required.
Gangway watch to keep record of persons on board, be aware of

persons expected as notified.
Ensure stores deliveries are expected and as per notification.
Ensure restricted areas are secured, visually check locks and seals
on rounds.
Keep lookout for vessels attempting to come alongside. Be aware of

communications with PFSO.
Prevent pilferage.
4. With reference to the Code of Safe Working Practices for Merchant Seafarers.
(a) Explain EACH of the following terms:
(i) Hazard.
(2)
(ii) Risk.
(2)

(b) List the precautions that should be taken before a potentially dangerous
space is entered so as to make it safe for entry without a breathing apparatus
and to ensure it remains safe whilst persons are in the space.
(8)
(c) Describe EIGHT duties and responsibilities of the attendant (standby

person)
when a potentially dangerous space is to be entered.

(8)
(a)
(i) A hazard is a source of potential injury, harm or damage. It may come from
many sources,
e.g. situations, the environment or a human element.
(ii) Risk has two elements:
The likelihood that harm or damage may occur.
The potential severity of the harm or damage.
(b)
A competent person should make an assessment of the space and an

authorised officer to take charge of the operation should be appointed, see
section 15.2.
The potential hazards should be identified – see section 15.4.
The space should be prepared, vented and secured for entry – see section 15.5.
The atmosphere of the space should be tested – see section 15.6.


A permit to work system should be used – see section 15.7.
Procedures for preparation and entry should be agreed– see sections 15.8 and
15.9.
Emergency procedures should be in place.
15.3.2
(c)
At least one competent person, with appropriate equipment, should be posted to

remain as an attendant at the entrance to the space whilst it is occupied.
15.8.9 An agreed and tested system of communication should be established:
between any person entering the space and the attendant at the entrance; and
between the attendant at the entrance to the space and the officer on watch.
15.8.10 Communication systems should be appropriate to the operation, taking

into consideration whether persons outside the enclosed space have line of
sight and, in the event of loss of consciousness, how much time it would take to
reach the casualty, taking appropriate safety measures.
15.9 Procedures and arrangements during entry
15.9.1 Ventilation should continue during the period that the space is occupied
and during temporary breaks. In the event of a failure of the ventilation system,
any personnel in the space should leave immediately.
15.9.2 The atmosphere should be tested periodically whilst the space is

occupied and personnel should be instructed to leave the space should there be
any deterioration of the conditions. Testing should be carried out more frequently
if there is any possibility of change in the conditions in the space. Should a
personal gas detector give an alarm, everybody should leave the space
immediately.

15.9.3 If unforeseen difficulties or hazards develop, the work in the space should
be stopped and everybody should leave the space so that the situation can be
re-assessed. Permits should be withdrawn and only re-issued, with any
appropriate revisions, after the situation has been re-assessed.
15.9.4 If any personnel in a space feel in any way adversely affected, they
should give the pre-arranged signal to the attendant standing by the entrance
and immediately leave the space.
15.9.5 Should an emergency occur, the general (or crew) alarm should be
sounded so that back-up is immediately available to the rescue team. Under no
circumstances should the attendant enter the space.
15.9.6 If air is being supplied through an airline to the person in the space, a
check should be made immediately that the air supply is being maintained at the
correct pressure.
5. A vessel is loading cargo in port.
With reference to the International Convention on Standards of Training,

Certification and Watchkeeping for Seafarers (STCW) Part 5 - Watchkeeping in
port:
(a) state the guidelines to be followed when handing over the deck watch;
(4)
(b) outline the information to be exchanged between the Officer in charge of

the deck watch and the Relieving Officer.
16)
(a)
96. Officers in charge of the deck or engineering watch shall not hand over the
watch to their relieving officer if they have any reason to believe that the latter is

obviously not capable of carrying out watchkeeping duties effectively, in which

case the master or chief engineer shall be notified accordingly. Relieving officers
of the deck or engineering watch shall ensure that all members of their watch
are apparently fully capable of performing their duties effectively.
(b)
98. Prior to taking over the deck watch, the relieving officer shall be informed by
the officer in charge of the deck watch as to the following:
i. the depth of the water at the berth, the ship’s draught, the level and time of
high and low waters; the securing of the moorings, the arrangement of anchors
and the scope of the anchor chain, and other mooring features important to the
safety of the ship; the state of main engines and their availability for emergency
use;
ii. all work to be performed on board the ship; the nature, amount and
disposition of cargo loaded or remaining, and any residue on board after
unloading the ship;
iii. the level of water in bilges and ballast tanks;
iv. the signals or lights being exhibited or sounded;
v. the number of crew members required to be on board and the presence of

any other persons on board;
vi. the state of fire-fighting appliances;
vii. any special port regulations;
viii. the master’s standing and special orders;
ix. the lines of communication available between the ship and shore personnel,
including port authorities, in the event of an emergency arising or assistance
being required;
x. any other circumstances of importance to the safety of the ship, its crew,
cargo or protection of the environment from pollution; and

xi. the procedures for notifying the appropriate authority of any environmental
pollution resulting from ship activities.
6. A container vessel is in port.
a. State the immediate actions to be taken by the Officer of the Watch on

deck
after discovering a fire in a cargo hold.

(5)
b. With reference to the International Maritime Dangerous Goods (IMDG)

Code,
outline the information provided on a Fire Schedule in the EmS Guide

(Emergency Schedule).
(5)
(a)
Stop operations
Sound the alarm
Evacuate the hold
Headcount of crew and stevedores
Arrange assistance for injured
Assess nature of fire and cargo ina area
Update the Master

(b)
After the schedule letter there is a description of the group covered by the
schedule. The entries are then General comments, Cargo on fire on deck, split
into packages, and transport units, Cargo on fire under deck, Cargo exposed to
fire, and special cases.

Seafarers (COSWP), Entering Dangerous (Enclosed) Spaces.
(a) Describe THREE different ways in which a space may become oxygen
deficient.
(6)
(b) State the action to be taken and outline the emergency rescue
arrangements to be in place in the event of an alarm being raised for an
unconscious person during entry into a dangerous (enclosed) space.
(10)
(c) Outline the correct use of an Emergency Escape Breathing Device

(EEBD).
(4)
(a) Rusting may have occurred due to oxygen combining with steel.
Oxygen-absorbing chemicals may have been present.
Oxygen-absorbing cargoes may have been carried,
Gases from volatile cargoes may have displaced the oxygen in tanks
Hydrogen may have been produced in a cathodically protected cargo tank
used for ballast.
Oxygen may have been displaced by the use of carbon dioxide or other
fire-extinguishing or preventing media, or inert gas in the tanks or
inter-barrier spaces of tankers or gas carriers.
Nitrogen or another inert gas may have been used to purge tanks.

(b) Should an emergency occur, the general (or crew) alarm should be
sounded so that back-up is immediately available to the rescue team.
Under no circumstances should the attendant enter the space.
If air is being supplied through an airline to the person in the space, a
check should be made immediately that the air supply is being
maintained at the correct pressure.
Once help has arrived, the situation should be evaluated, considering
what rescue equipment is needed, and the rescue plan should be put
into effect. An attendant should remain outside the space at all times
to ensure the safety of those entering the space to undertake the
rescue.
Once the casualty is reached, the checking of the air supply must be the
first priority. Unless they are gravely injured, they should be removed
from the dangerous space as quickly as possible.
Self-contained breathing apparatus that is specifically suited for such
applications must be worn. If it is found that it is not possible to enter
a tank wearing a self-contained breathing apparatus, the bottle
harness may be removed and passed through the access but the face
mask must always be worn. Care should be taken to ensure that the
harness does not drop onto or pull on the supply tube and dislodge
the face mask.
When entering a space to carry out a rescue, it is important to ensure that
the area adjacent to the space of entry is free from any hazard and
cordoned off accordingly.
In all cases, rescue and resuscitation equipment should be positioned
ready for use at the entrance to the space. A risk assessment should
identify what rescue equipment may be required for the particular
circumstances but, as a minimum, this should include:
appropriate breathing apparatus, with fully charged spare cylinders of air;
lifelines and rescue harnesses;
torches or a lamp (approved for use in a flammable atmosphere, if
appropriate); and
a means of hoisting an incapacitated person from the confined space, if
appropriate
(c) An emergency escape breathing device (EEBD) is not suitable for use by
a rescuer.
This is a supplied air or oxygen device, with a limited supply, designed
only to be used for escape from a compartment that has a hazardous
atmosphere. It should not be worn by a rescuer entering a space to
attempt a rescue of persons in any circumstances.
5. A vessel has entered port and the security level has been set by both the
flag and port states at Level 1.

(a) State the duties of the Officer of the Watch with respect to security at this
level.
(10)
(b) List the additional duties if the security level is raised to Level 2.
(8)
(c) State the document that should be consulted for details on the
procedures to
be followed at the different security levels for this vessel.

(2)
(a) Basic duty – control and monitor access to the vessel.

Ensure the gangway watch is being performed in accordance with Ship’s
Security Plan for security threat level. Brief gangway watchman on
duties, communications and expected visitors and deliveries.
watchman.
Ensure baggage checks are performed as required.
Gangway watch to keep record of persons on board, be aware of persons
expected as notified.
Ensure restricted areas are secured, visually check locks and seals on
rounds.
Keep lookout for vessels attempting to come alongside.
Be aware of communications with PFSO.
Prevent pilferage.
(b) Check SSP for increased measures and consult with Ship’s Security
Officer
Brief watchman on increased security precautions, checking ALL identity
and searching more visitors.
Post offshore lookout if required
Search restricted areas and check locks/seals
Increase frequency of rounds
Check cargo prior to loading
Search all baggage ashore
Stores to be checked ashore before loading
(c) Ship’s Security Plan


6. A large bulk carrier is in port, loading a solid bulk cargo.
Regular rounds have been taken to ensure that the moorings, a safe means of
access to the vessel and the security of the vessel are adequate. All persons on
board are wearing the correct PPE.
List TEN additional duties of the Officer of the Watch during the loading of this
vessel.
(10)
• Monitor the cargo operation to make sure it is proceeding as planned and

detailed in the checklist and loading plan
• Be aware of communication method specified in the ship/shore checklist,
and terminal contact
• Monitor the deballasting operations against the plan, sound ballast tanks
to verify contents and deballast rate
• Make sure that no damage or stress is caused by cargo loading
operations and cargo is trimmed as agreed in the checklist
• Ensure checklist items requiring re-checking are completed
• Check draughts at the end of each pour and agree cargo figures with
terminal
• Ensure sheer force and bending moments are not exceeded
• OOW should remain especially vigilant where cargoes are sensitive to
water damage regarding suspending operations in rain
• Monitor under keel clearance, trim as per loading plan
• Maintain safe movement and access
• Keep vessel safely moored
Q2

(a) For an angle of list, the vessel has a positive Metacentric height (GM),
and is therefore stable. The Centre of Gravity (G) is off the centreline.
The vessel can only list to the side on which G is found.
Caused by an uneven distribution of moments about the centreline eg:
more cargo weight on starboard side of vessel.
For an angle of loll, the vessel has a negative GM, and is therefore
unstable. G is on the centreline and G is above the Metacentre. The vessel
can fall to an angle of loll on either side.
Negative GM may be caused by loading heavy weights above the ships

centre
of gravity, on a crane/derrick.
(b) i) List
Bf
Angle of
List
Wf

bii) Loll
Force of Buoyancy
W M1
W1 Angle of Loll L1
M
B B1
L
Force of Gravity

0.5
0.4
GM
0.3
List
0.2
GZ
GM 0.1
0.42 +
0
0.10 = 0 10 20 30 40 50 60 70 80 90
0.52 m -0.1
Range Stability 80 -10 = 70
-0.2
Heel°
Angle of List
10 degrees
Section B
4. With reference to MARPOL 73/78 Annex VI:
(a) List the emissions which are regulated by the convention;

(5)
L
(b) Explain the term Emission Control Area (ECA);

(6)
(c) State the Emission Control Areas (EMAs) which have been
adopted under the convention;
(4)

(d) List FIVE substances which may NOT be incinerated on board ship.
(5)
4. (a) (i) Ozone Depleting Substances (ODS),
Nitrogen Oxides (NOx),

Sulphur oxides (SOx) and particulate matter,
Volatile organic compounds (VOCs),
Shipboard incineration
(ii) Annex 6 regulation 2
Emission control area means an area where the adoption of special

mandatory measures for emissions from ships is required to prevent,
reduce and control air pollution from NOx or SOx and particulate
matter or all three types of emissions and their attendant adverse
impacts on human health and the environment.
(c)
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Date of Entry
Special Areas Adopted # In Effect From
into Force
Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American
(SOx, and NOx 26 Mar 2010 1 Aug 2011 1 Aug 2012
and PM)
United States
Caribbean Sea 26 Jul 2011 1 Jan 2013 1 Jan 2014
ECA

(SOx, NOx and

PM)
(d) Regulation 16
Shipboard incineration of the following substances shall be prohibited:
1 residues of cargoes subject to Annex I, II or III or related contaminated

packing materials;
2 polychlorinated biphenyls (PCBs);
3 garbage as defined by annex V, containing more than traces of heavy metals.
4 refined petroleum products containing halogen compounds.
5 sewage sludge and sludge oil either of which is not generated on board the
ship; and.
6 exhaust gas cleaning system residues.
(Any 5 of above)
5. (a) Outline the duties of the Officer of the Watch with respect to passenger
and
vehicle driver safety during cargo operations on a Ro-Ro passenger ferry.
(18)
(b) State the current MCA guidelines that should be consulted

for advice on the securing of Ro-Ro cargo.
(2)

5. (a) (a) Basic duties:-
Ensure ventilation and lighting are adequate.
Maintain safe access on ramps, use for EITHER vehicles OR foot

passengers.
Supervise movement of vehicles, safe speed, clear signals, and away

from passengers. Segregation of vehicles carrying hazardous
cargoes to be as per stowage plan.
Control stowage and lashing of vehicles by crew, clear of walkways

and safety equipment. Brakes to be applied and vehicles in gear.
Lashings as per Cargo Securing Manual (CSM) and Code of Practice

(COP).
Decks free from oil, grease, water, and loose lashing equipment.
The OOW is responsible for controlling all the dangers defined in the
Code of Practice and Code of Safe Working Practices (COSWP)
Chapter 27 (2015 edition) which are:-
• The unsatisfactory condition or design of vehicles presented for

shipment e.g. an insufficient number and incorrect positioning

of securing points, securing points of inadequate strength, or an

ineffective braking system.
• Cargo badly stowed or inadequately secured in or on freight
vehicles.
• Free surface effect in tank vehicles and tank containers which
are slack.
• Poorly maintained ramps, lifts and bow and stern doors.
• Poorly maintained, inadequately illuminated or badly planned
decks.
• Wet decks.
• Vehicles being moved negligently on vehicle decks and ramps.
• The reversing of road vehicles on vehicle decks and ramps.
• Failure to apply brakes correctly.
• Failure to secure vehicles.
• Insufficient or incorrectly applied lashings or the use of lashing
equipment of the wrong type or of inadequate strength having
regard to the mass and centre of gravity of the vehicle and the
weather conditions likely to be encountered during the voyage.
• Free play in the suspension of vehicles.
• Failure to comply with the stowage, segregation and marking
requirements for freight vehicles carrying dangerous goods.
• Inadequate securing arrangements for specialised vehicles,
such as track laying vehicles, high sided freight vehicles, earth
moving plant, low loaders, freight vehicles carrying livestock
(especially those with more than one tier of animals).
(b) Roll-on/Roll-off Ships-Stowage and Securing of Vehicles Code of

Practice


Seafarers,
state the FIVE steps to be taken to complete a risk assessment.
(10)
6. Step 1: identify the hazards

Step 2: decide who might be harmed and how
Step 3: evaluate the risks and decide on precautions Having spotted
the hazards, you then have to decide what to do about them. First, look
at what you’re already doing; think about what controls you have in
place and how the work is organised.
Step 4: record your findings and implement them. Putting the
results of your risk assessment into practice will make a difference
when looking after people and your operation.
Step 5: review your risk assessment and update if necessary Few
workplaces stay the same. Sooner or later, you will bring in new
equipment, substances and procedures that could lead to new
hazards. It makes sense, therefore, to review what you are doing on
an ongoing basis.
February 2022
Section B
4. With reference to ANNEX 1.4 RISK ASSESSMENT FORM provided in The

Code of Safe
Working Practices for Merchant Seafarers (as amended).
Complete Worksheet Q4 - Detailed Risk Assessment Form for Working aloft –

repair
to radar scanner.

Assess THREE hazards associated with this task. (20)
5. (a) An oil tanker (GT 30000) is transiting the Mediterranean Sea en route from
the Suez Canal to Gibraltar.
With reference to MARPOL 73/78 (as amended):
(i) state which type of sea area the Mediterranean is; (1)
(ii) state, giving reasons, whether or not the vessel may discharge the
machinery space bilges. (3)
(b) The tanker in Q5(a) has now departed Gibraltar and is in the Atlantic Ocean
en route to the Caribbean.
(i) With reference to MARPOL 73/78 (as amended) list the criteria that apply
if the vessel is to discharge oily water mixtures originating from the cargo
area of the ship. (13)
(ii) State the full title of the document in which the discharge in Q5(b)(i)
would be recorded. (3)
5. (a) (i) Special Area
(a) (ii) Yes providing the automatic stop for the oil filtering equipment is working.
(b) (i) Regulation 34
Discharges outside special areas except in Arctic waters
1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this

regulation, any discharge into the sea of oil or oily mixtures from the cargo area

of an oil tanker shall be prohibited except when all the following conditions are
satisfied:
.1 the tanker is not within a special area;
.2 the tanker is more than 50 nautical miles from the nearest land;
.3 the tanker is proceeding en route;
.4 the instantaneous rate of discharge of oil content does not exceed

30 litres per nautical mile;
.5 1/30,000 of the total quantity of the particular cargo of which the

residue formed a part; and the tanker has in operation an oil discharge
monitoring and control system and a slop tank arrangement as required by
regulations 29 and 31 of this Annex.
(b)(ii) Oil Record Book Part 2 Cargo and Ballast Operations (Tankers only)
6. With reference to the Standards of Training, Certification and Watchkeeping
Convention, 1978 as amended (STCW), Part 5 - Watchkeeping in port.
Outline TEN duties of the Officer of Watch when keeping the deck watch in port.
(10)
Part 5-3 – Performing the deck watch
100. The officer in charge of the deck watch shall:
i. make rounds to inspect the ship at appropriate intervals;
ii. pay particular attention to:
- the condition and securing of the gangway, anchor chain and moorings,
especially at the turn of the tide and in berths with a large rise and fall, if
necessary, taking measures to ensure that they are in normal working condition;

- the draught, under-keel clearance and the general state of the ship, to avoid
dangerous listing or trim during cargo handling or ballasting;
- the weather and sea state;
- the observance of all regulations concerning safety and fire protection;
- the water level in bilges and tanks;
- all persons on board and their location, especially those in remote or enclosed
spaces; and
- the exhibition and sounding, where appropriate, of lights and signals;
iii. in bad weather, or on receiving a storm warning, take the necessary

measures to protect the ship, persons on board and cargo;
iv. take every precaution to prevent pollution of the environment by the ship;
v. in an emergency threatening the safety of the ship, raise the alarm, inform the
master, take all possible measures to prevent any damage to the ship, its cargo
and persons on board, and, if necessary, request assistance from the shore
authorities or neighbouring ships;
vi. be aware of the ship’s stability condition so that, in the event of fire, the shore
fire-fighting authority may be advised of the approximate quantity of water that
can be pumped on board without endangering the ship;
vii. offer assistance to ships or persons in distress;
viii. take necessary precautions to prevent accidents or damage when propellers

are to be turned; and
ix. enter, in the appropriate log-book, all important events affecting the ship.
b) (i) Centre of Gravity.

Is the point in a body through which the weight of the body is considered
to act vertically downwards..
(ii) Centre of Buoyancy.
Centre of Buoyancy is the point in a floating body through which the force
of buoyancy is considered to act vertically upwards.
It is situated at the geometric centre of the underwater volume.

3.
(a) With reference to the Code of Safe Working Practices for Merchant
Seafarers, list TEN of the general precautions that should be observed
with respect to safe movement on board a vessel. (10)
COSWP Chapter 11
• manholes and other deck accesses should be kept closed when not
being used; guard-rails should be erected and warning signs posted
when they are open;
• spillage of oil, grease, soapy water etc, should be cleaned up as soon as
practicable;
• areas made slippery by snow, ice or water should be treated with sand or
some other suitable substance;
• the presence of temporary obstacles should be indicated by appropriate
warning signs;
• litter and loose objects, e.g. tools, should be cleared up;
● Trip hazards should be highlighted
● Adequate lighting, glare free, free of shadow areas
● Unattended openings fenced, lighting not switched off when left
● Fencing properly maintained and horizontal 1m high with lower rail 0.5m
● Walkways should not be obstructed by lashing equipment
● Walkways under lifting areas should be shut down and signs posted
(b) State the requirements and procedures that should be observed with
respect to watertight doors. (10)
All members of the crew who would have occasion to use any watertight doors
should be instructed in their safe operation. Crewmembers who have not been
instructed in their use should not under any circumstance operate them until
such training has been given.
Particular care should be taken when using power operated watertight doors
which have been closed from the bridge. If opened locally under these
circumstances the door will re-close automatically with a force sufficient to crush
anyone in its path as soon as the local control has been released. The local
controls are positioned on each side of the door so that a person passing

through may open the door and then reach to the other control to keep the door
in the open position until transit is complete. As both hands are required to
operate the controls, no person should attempt to carry any load through the
door unassisted. If it is necessary to carry anything through a watertight door in
these circumstances another person should be employed to assist.
Notices clearly stating the method of operation of the local controls should be
prominently displayed on both sides of each watertight door.
No-one should attempt to pass through a watertight door when it is closing

and/or the warning bell is sounding. In all cases you should wait until the door is
fully open before attempting to pass through it.
Any watertight door found in a closed position must be returned to that position
after opening.

Q4
(a) A dry bulk carrier (LBP 160 m) is in port for loading cargo. List the
information to be included on the vessel’s loading plan. (10)
(a) The vessel’s loading plan should include
● Vessel name, port, date, voyage number, version number of plan

● Maximum arrival and sailing draught, ballast pumping capacity, hold
capacities and grades to load
● Last cargo and hold preparation
● Cargo information – Bulk Cargo Shipping Name, category, stowage factor,
angle of repose
● Berth information – max draught available at high and low water, dock
water density, maximum air draught at berth, number of loaders and rate
● Pour information – hold order, tonnages, rate of loading, deballasting
operation, time required, calculated values for draught, trim, shear force,
bending moments and air draught for end of pour
● Pauses for draught surveys
● Amount of cargo held for final trimming
(b) With reference to MARPOL Annex V as amended:
Complete Worksheet Q4(b), stating where discharges of cargo residues are

permitted or prohibited, together with any limiting distances or conditions.
(10)
034-84 STABILITY AND OPERATIONS WORKSHEET Q4(b) 11

JULY 2018

CARGO RESIDUES
Simplified overview of the discharge provisions regarding cargo residues of the revised MARPOL Annex V
Offshore platforms and all

Type of garbage Ships outside special areas Ships within special areas ships within 500 m of such
platforms
Cargo residues not considered

harmful to the marine Discharge permitted
environment and not contained
≥ 12 nm from the nearest land Discharge prohibited Discharge prohibited
in wash water
and en route

Cargo residues not considered Discharge only permitted in

harmful to the marine Discharge permitted specific circumstances1
environment contained in wash
≥ 12 nm from the nearest land Discharge prohibited
water And ≥ 12 nm from the nearest
and en route
land and en route
Additional conditions
1
(a) both the port of departure and the next port of call are within the special area and the ship will not transit outside the special
area between these ports (b) if no adequate reception facilities are available at those ports.

Q5
A ship is to load a heavy lift using the vessel’s own crane
(a) List FOUR pre-operation checks that are to be carried out on the crane (4)
⮚ Planned maintenance and certification up to date

⮚ Condition of wire visually inspected
⮚ Loose gear visually inspected and weights allowed for in calculation
⮚ Operational test of crane controls
⮚ Check limit switches and alarms operational
⮚ Windows cleaned and good visibility ensured
(any four)
(b) Outline the procedures and precautions that must be taken prior to loading a
heavy lift (10)
⮚ Unauthorised personnel sent ashore. Inform head of all departments before lift
commences
⮚ Ensure the stability of the vessel is adequate and maximum heel is acceptable
⮚ Eliminate FSE
⮚ Preferably a large GM available since a rise in CoG is going to occur
⮚ Check ships data to ensure deck is strong enough to support load (Deck Load
Capacity Plan).
⮚ Check condition of lifting plant ensuring all moving parts move freely
⮚ Rig fenders
⮚ Gangway up, if applicable
⮚ Moorings taut with men on standby. There may be a need for slack moorings
⮚ Cast off all barges
⮚ Unauthorised personnel sent ashore
⮚ Inform HOD’s before lift commences
⮚ Confirm the deck is strong enough to support the load
⮚ Deck landing area clear and dunnaged
⮚ Competent crane driver
⮚ One person only giving directions, at all times
⮚ Ensure sufficient generated power for crane, winches etc.
⮚ Set secure steadying lines to the load
⮚ Crane head to be plumb over the weight at all times
⮚ Plan cargo securing from the CSM

Section B
Q3
3. A container vessel is in port for loading operations. The cargo to be loaded

includes a number of containers with packaged dangerous goods (DG).
(a) Outline FIVE duties of the Officer of the Watch specifically relating to the loading of
the DG containers (10)
(b) List any FIVE additional duties of the Officer of the Watch during loading. (5)
(c) State FIVE immediate duties of the Officer of the Watch on discovering an unconscious
casualty near one of the DG containers. (5)
(a) Check documentation, and Dangerous Goods Declarations.
Be aware of the stowage plan
Check containers are undamaged and not leaking
Check placarding matches declaration
Check seals are intact
Ensure safely lifted aboard
Ensure stowed as planned
Ensure secured as required
Note position on stowage plan and dangerous goods manifest
Ensure segregation from other dangerous goods

(any five)
(b)
- the condition and securing of the gangway, anchor chain and moorings, especially at
the turn of the tide and in berths with a large rise and fall, if necessary, taking
measures to ensure that they are in normal working condition;
spaces; and
iii. in bad weather, or on receiving a storm warning, take the necessary measures to
protect the ship, persons on board and cargo;
master, take all possible measures to prevent any damage to the ship, its cargo and
persons on board, and, if necessary, request assistance from the shore authorities or
neighbouring ships;

vi. be aware of the ship’s stability condition so that, in the event of fire, the shore
fire-fighting authority may be advised of the approximate quantity of water that can
be pumped on board without endangering the ship;
viii. take necessary precautions to prevent accidents or damage when propellers are
to be turned; and
(any five)
(c) Stop cargo operations
Raise alarm
Evacuate area of all other personnel including himself
Consult stowage plan for nature of dangerous goods
Update Master with details of casualty position and UN No. of DG to enable

correct rescue procedures extracted from MFAG


Q4
4. With reference to the Code of Safe Working Practices for Merchant Seafarers,
a) State the requirements and procedures with respect to power operated watertight
doors. (10)
b) list FIVE of the requirements and procedures to be followed with respect to the
guarding of openings; (10)
(a) All members of the crew who would have occasion to use any watertight doors
should be instructed in their safe operation. Crewmembers who have not been
instructed in their use should not under any circumstance operate them until such
training has been given.
Particular care should be taken when using power operated watertight doors which
have been closed from the bridge. If opened locally under these circumstances the
door will re-close automatically with a force sufficient to crush anyone in its path as
soon as the local control has been released. The local controls are positioned on each
side of the door so that a person passing through may open the door and then reach
to the other control to keep the door in the open position until transit is complete. As
both hands are required to operate the controls, no person should attempt to carry
any load through the door unassisted. If it is necessary to carry anything through a
watertight door in these circumstances another person should be employed to assist.
Notices clearly stating the method of operation of the local controls should be
prominently displayed on both sides of each watertight door.
No-one should attempt to pass through a watertight door when it is closing and/or the
warning bell is sounding. In all cases you should wait until the door is fully open
before attempting to pass through it.

Any watertight door found in a closed position must be returned to that position after
opening.
(b) 11.2.4 Any opening, open hatchway or dangerous edge into, through or over
which a person may fall should be fitted with secure guards or fencing of adequate
design and construction. Advice on guardrails and safety fencing is given in section
11.6. These requirements do not apply where the opening is a permanent access way
or where work is in progress that could not be carried out with the guards in place.
11.6.1 Hatchways that are open for handling cargo or stores, through which persons
may fall or on which they may trip, should be closed as soon as work stops, except
during short interruptions or where they cannot be closed without prejudice to safety
or mechanical efficiency because of the heel or trim of the ship.
11.6.2 The guardrails or fencing should have no sharp edges and should be properly
maintained. Where necessary, locking devices and suitable stops or toe-boards should
be provided. Each course of rails should be kept substantially horizontal and taut
throughout their length.
11.6.3 Guardrails or fencing should consist of an upper rail at a height of 1 metre and
an intermediate rail at a height of 0.5 metres. The rails may consist of taut wire or
taut chain.
11.6.4 Where the opening is a permanent access way, or where work is in progress
which could not be carried out with the guards in place, guards do not have to be
fitted during short interruptions in the work (e.g. for meals), although warning signs
should be displayed where the opening is a risk to other persons.
(any five)



Q5
5. (a) A product tanker (GT 28027) is transiting the Mediterranean Sea en route from
With reference to MARPOL 73/78 (as amended) state whether or not the vessel may
discharge machinery space bilges, giving reasons for your answer. (4)
(b) The tanker in Q5(a) has now departed Gibraltar and is in the Atlantic Ocean en
route to the Caribbean.
(i) With reference to MARPOL 73/78 (as amended) list the criteria that apply if the vessel
is to discharge oily water mixtures originating from the cargo area of the ship.
(13)
(ii) State the full title of the document in which the discharge in part (b)(i) would be
recorded
(a) Inside Special areas (Regulation 15)
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and
above shall be prohibited except when all of the following conditions are satisfied:
.1 the ship is proceeding en route;
.2 the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts
per million;

.4 the oily mixture does not originate from cargo pump-room bilges on oil
tankers; and
.5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Regulation 14
Except as specified in paragraph 3 of this regulation, any ship of 10,000 gross tonnage
and above shall be fitted with oil filtering equipment complying with paragraph 7 of
this regulation.
7. Oil filtering equipment referred to in paragraph 2 of this regulation shall comply

with paragraph 6 of this regulation. In addition, it shall be provided with alarm
arrangements to indicate when this level cannot be maintained. The system shall also
be provided with arrangements to ensure that any discharge of oily mixtures is
automatically stopped when the oil content of the effluent exceeds 15 parts per
million. In considering the design of such equipment and approvals, the
Administration shall have regard to the specification recommended by the
Organization.*
Therefore the answer is yes as equipment must comply with regulations due to
tonnage of vessel.

(b)(i) Regulation 34

regulation, any discharge into the sea of oil or oily mixtures from the cargo area of an
oil tanker shall be prohibited except when all the following conditions are satisfied:
.4 the instantaneous rate of discharge of oil content does not

exceed 30 litres per nautical mile;
.5 the total quantity of oil discharged into the sea does not exceed
for tankers delivered on or before 31 December 1979, as defined
in regulation 1.28.1, 1/15,000 of the total quantity of the
particular cargo of which the residue formed a part, and for
tankers delivered after 31 December 1979, as defined in
regulation 1.28.2, 1/30,000 of the total quantity of the
particular cargo of which the residue formed a part; and
the tanker has in operation an oil discharge monitoring and control system and
a slop tank arrangement as required by regulations 29 and 31 of this Annex.
(b)(ii) Oil Record Book Part 2 Cargo and Ballast Operations

3. (a) (i) A RoRo vessel is in port loading.
A road trailer carrying flammable dangerous goods is leaking on the vehicle
deck.
State FIVE immediate actions to be taken by the Officer of the Watch
on discovering the leaking cargo.
(ii) With reference to the International Maritime Dangerous Goods (IMDG)
Code, outline the information provided on a Spill Schedule in the EmS
Guide.
(b) List TEN duties of the Officer of the Watch with respect to safety during cargo
operations on a Ro-Ro passenger ferry.
(a) (i) Stop cargo operations, raise the alarm, evacuate crew and stevedores from
the area, appraise the Master of the situation, obtain information on the cargo
hazards from the declaration
(ii) After the schedule letter there is a description of the group covered by
the schedule. The entries are then General comments, Spillage on deck, split
into packages and transport units, Spillage under deck, split into packages
and transport units, and special cases.
(b) The OOW is responsible for controlling all the dangers defined in the
Code of Practice and Code of Safe Working Practices (COSWP) Chapter 27
(2017 edition)
Ensure ventilation and lighting are adequate. No smoking regulations enforced.
Crew to wear correct Personal Protective Equipment (PPE), including hi-visibility
clothing, safety boots, gloves, head protection and hearing protection.
Maintain safe access on ramps, use for EITHER vehicles OR foot passengers.

Supervise movement of vehicles, control safe speed, make sure clear signals are
given, vehicles kept away from passengers. Vehicles to switch off engines on
arrival in position.
Segregation of vehicles carrying hazardous cargoes to be as per stowage plan.
Control stowage and lashing of vehicles by crew, clear of walkways and safety
equipment. Brakes to be applied and vehicles in gear. Lashings as per Cargo
Securing Manual (CSM) and COP.

Seafarers:
(10)
(a) (i) outline an effective toolbox talk;
(2)
(ii) state when a toolbox talk should be conducted.
(b) Risk may be reduced by the use of control measures.
(8)
List FOUR different control measures and provide an example for
EACH.
(a) (i) A toolbox talk is another form of risk assessment carried out in support of a
TBRA. Its prime purpose is to talk through the procedures of the job in hand and
the findings of the TBRA with the seafarers involved. When carrying out a
toolbox talk, it is important to actively involve those carrying out the work and
others who may be at risk, i.e. seafarers, sub-contractors and others on board

ship who may be affected by the work. Full and active participation should be
encouraged and any questions or concerns discussed and taken into
consideration. Once finished, confirm that all fully understand their role in the
task and the precautions in place (‘closed-loop communication’). This should
then be recorded along with details of any relevant risk assessment referred to
(COSWP 1.2.5).
(ii) A toolbox talk should be conducted prior to any work being carried out that
involves more than one person and where there is significant risk to persons or
assets.
(b) When controlling risks, apply the principles below, if possible in the following
order: .1 try a less risky option (e.g. switch to using a less hazardous chemical);
.2 prevent access to the hazard (e.g. by guarding);
.3 organise work to reduce exposure to the hazard (e.g. put barriers between
pedestrians and traffic);
.4 issue personal protective equipment (e.g. clothing, footwear, goggles); and
.5 provide welfare facilities (e.g. first-aid and washing facilities for removal of
contamination). (COSWP Annex 1.2)
5. Describe the requirements for safe access that must be complied with
where a pilot is to board from a pilot boat and own ship’s freeboard exceeds
(20)
nine metres.

The rigging of the pilot transfer arrangements and the embarkation of a pilot
shall be supervised by a responsible officer having means of communication
with the navigation bridge and who shall also arrange for the escort of the pilot
by a safe route to and from the navigation bridge. Personnel engaged in
rigging any equipment shall be instructed in the safe procedures to be adopted
and the equipment shall be tested prior to use.
disembark pilots by means of the accommodation ladder, or other equally safe
and convenient means in conjunction with a pilot ladder, the ship shall carry
such equipment on each side, unless the equipment is capable of being
transferred for use on either side.
The accommodation ladder shall be sited leading aft. When in use, means shall
be provided to secure the lower platform of the accommodation ladder to the
ship's side, so as to ensure that the lower end of the accommodation ladder
and the lower platform are held firmly against the ship's side within the parallel
body length of the ship and, as far as is practicable, within the mid-ship half-
length and clear of all discharges. The accommodation ladder shall be at an
angle of no more than 45o.

provided to secure the pilot ladder and manropes to the ship's side at a point
of nominally 1.5 m above the bottom platform of the accommodation ladder.
In the case of a combination arrangement using an accommodation ladder with

a trapdoor in the bottom platform (i.e. embarkation platform), the pilot ladder
and man ropes shall be rigged through the trapdoor extending above the
platform to the height of the handrail.
Means shall be provided to ensure safe, convenient and unobstructed passage

for any person embarking on, or disembarking from, the ship between the head
of the pilot ladder, or of any accommodation ladder or other appliance, and the
ship's deck. Where such passage is by means of:
● a gateway in the rails or bulwark, adequate handholds shall be provided;

● a bulwark ladder, two handhold stanchions rigidly secured to the ship's
structure at or near their bases and at higher points shall be fitted. The

bulwark ladder shall be securely attached to the ship to prevent overturning.

The following associated equipment shall be kept at hand ready for immediate
use when persons are being transferred:
● two man-ropes of not less than 28 mm and not more than 32 mm in diameter
properly secured to the ship if required by the pilot; man-ropes shall be fixed
at the rope end to the ring plate fixed on deck and shall be ready for use when
the pilot disembarks, or upon request from a pilot approaching to board (the
manropes shall reach the height of the stanchions or bulwarks at the point of
access to the deck before terminating at the ring plate on deck);
● a lifebuoy equipped with a self-igniting light;
● a heaving line
Adequate lighting shall be provided to illuminate the transfer arrangements
overside, and the position on deck where a person embarks or disembarks.
Q3
A large dry bulk carrier (LBP 160 m) is in port for loading cargo.
(a). List ten duties of the Officer of the Watch during the loading of this vessel. (10)
(b) List TWO publications or documents to be consulted that will provide information about
the cargo to be loaded. (2)
(c) List EIGHT on-deck pre sailing checks the Officer of the Watch should make prior to
departure. (8)
(a) Monitor the cargo operation to make sure it is proceeding as planned

and detailed in the checklist and loading plan
● Be aware of communication method specified in the ship/shore checklist, and

terminal contact
● monitor the deballasting operations against the plan, sound ballast tanks to
verify contents and deballast rate
● make sure that no damage or stress is caused by cargo loading operations
and cargo is trimmed as agreed in the checklist
● ensure checklist items requiring re-checking are completed
● check draughts at the end of each pour and agree cargo figures with terminal

● ensure sheer force and bending moments are not exceeded

● OOW should remain especially vigilant where cargoes are sensitive to water
damage regarding suspending operations in rain
● Monitor under keel clearance, trim as per loading plan
● Maintain safe movement and access
● Keep vessel safely moored
(b) Shipper’s declarations and International Maritime Solid Bulk Cargo Code (IMSBC)
(c) Cargo trimmed as required and agreed with terminal
● Cargo figures verified with terminal and documentation exchanged

● Hatch covers secured
● Ventilation set as required or closed
● Ballast tanks sounded and confirmed
● Draught readings taken and survey completed
● All stevedores ashore and stowaway search completed
● Cargo handling equipment secured for sea
● Access hatches secured for sea
Q4
A vessel has entered port and the security level has been set by both the flag and port
states at ‘Level 1’
(a) State the duties of the Officer of the Watch with respect to security at this level.
(10)
(b) List the additional duties if the security level is raised to ‘Level 2’. (8)
(c) State the document that should be consulted for details on the procedures to be
followed at the different security levels for the vessel. (2)

(a) Basic – control and monitor access to the vessel.

Security Plan for security threat level.
Ensure checking of identity of persons boarding.
Keep record of persons on board, be aware of persons expected as notified.
Ensure restricted areas are secured, visually check locks and seals on rounds.
Prevent pilferage.
(b) Check SSP for increased measures and consult with Ship’s Security Officer
Brief watchman on increased security precautions, checking ALL identity and

searching more visitors.

Q5
(a) With reference to MARPOL 73/78 Annex II (as amended)
(i) list the operational standards for discharges of noxious liquid substances of
categories X, Y or Z when the vessel is at sea; (5)
(ii) state which record book must be completed for the operation in Q5 (a) (i) (2)
(b) With reference to MARPOL 73/78 Annex IV (as amended), state the criteria that must be
complied with for the discharge of sewage into the sea. (9)
(c) With reference to MARPOL 73/78, Annex III (as amended), Prevention of Pollution by
Harmful Substances Carried by Sea in Packaged Form, explain the term Harmful
Substances. (4)
(a) (i) In the Antarctic area, any discharge into the sea of Noxious Liquid
Substances or mixtures containing such substances is prohibited
Category X, Y, and Z - ship is proceeding en route - minimum speed 7 kn

(self-propelled) or 4 kn (not self-propelled)
- not less than 12 nm from the nearest land
- discharge below the waterline
- minimum water depth 25 metres

(ii) Cargo record book for noxious liquid substances in bulk.
(b) .1 the ship is discharging comminuted and disinfected sewage using a

system approved by the Administration in accordance with regulation
9.1.2 of this Annex at a distance of more than 3 nautical miles from the
nearest land, or sewage which is not comminuted or disinfected at a
distance of more than 12 nautical miles from the nearest land, provided
that, in any case, the sewage that has been stored in holding tanks, or
sewage originating from spaces containing living animals, shall not be
discharged instantaneously but at a moderate rate when the ship is en
route and proceeding at not less than 4 knots; the rate of discharge shall
be approved by the Administration based upon standards developed by
the Organization; or
.2 the ship has in operation an approved sewage treatment plant which has
been certified by the Administration to meet the operational requirements
referred to in regulation 9.1.1 of this Annex, and the effluent shall not
produce visible floating solids nor cause discoloration of the surrounding
water.
(c) Harmful substances are those substances which are identified as marine
pollutants in the International Maritime Dangerous Goods Code (IMDG Code)
or which meet the criteria in the appendix of this annex.
Q3

A general cargo ship is loading pallets of drums using the ship’s own cranes. The
drums contain liquid classified as ‘Dangerous Goods’ and ‘Marine Pollutants’.
During loading the ship’s crane fails causing a pallet of drums to be dropped on to the
tank-top where some of the liquid subsequently spills.
(a) List the immediate action that the Officer of the Watch should take (10)
● Stop cargo operations

● Evacuate crew and stevedores from the hold.
● Raise the alarm.
● Stevedores sent ashore,
● Crew mustered and accounted for.
● Render assistance to those injured if necessary.
● Appraise Master of the situation so he can seek assistance from ashore.
● Gather data on hazards of spilt cargo.
● With proper protective equipment and suitable materials commence clean up if
possible.
● Isolate power to the crane
● Avoid spillage being pumped overboard from bilges.
(b) State the publications and documents that should be consulted in the first
instance for advice on how to deal with this emergency. (4)
● Dangerous goods declaration

● International Maritime Dangerous Goods Code, particularly Emergency Schedule
for spillage,
● Medical First Aid Guide if personnel involved, and spill reporting
● Dangerous goods plan/manifest
● Ships emergency procedures

(c) List SIX items of information that should be detailed on a Cargo Damage Report:
(6)
Ship and port, date and time, what happened, witness statements, what was
damaged, why damage occurred, what evidence has been collected
Q4 A bulk carrier is operating in the North Sea area. With reference to MARPOL 73/78
(as amended):
(a) Explain the term cargo residues; (2)
(a) Cargo residues means the remnants of any cargo which are not covered by other
Annexes to the present Convention and which remain on the deck or in holds following
loading or unloading, including loading and unloading excess or spillage, whether in wet
or dry condition or entrained in wash water but does not include cargo dust remaining on
the deck after sweeping or dust on the external surfaces of the ship. (Marpol Annex 5
regulation 1)
(b) list the criteria that must be complied with if the cargo residues contained in wash
water are to be discharged into the sea from this vessel; (8)
North Sea is a special area under annex 5
Discharge of the following garbage into the sea within special areas shall only be
permitted while the ship is en route and as follows:

Cargo residues contained in hold washing water do not include any substances classified
as harmful to the marine environment according to the criteria set out in appendix I of
this Annex;
Solid bulk cargoes as defined in regulation VI/1-1.2 of the International Convention for
the Safety of Life at Sea (SOLAS), 1974 , as amended, other than grain, shall be classified
in accordance with appendix I of this Annex, and declared by the shipper as to whether or
not they are harmful to the marine environment*;
Cleaning agents or additives contained in hold washing water do not include any
substances classified as harmful to the marine environment taking into account guidelines
developed by the Organization;
Both the port of departure and the next port of destination are within the special area
and the ship will not transit outside the special area between those ports;
No adequate reception facilities are available at those ports taking into account
guidelines developed by the Organization; and
Where the conditions of subparagraphs 2.1 to 2.5 of this paragraph have been fulfilled,
discharge of cargo hold washing water containing residues shall be made as far as
practicable from the nearest land or the nearest ice shelf and not less than 12 nautical
miles from the nearest land or the nearest ice shelf.
(c) (i) state the name of the document that this discharge should be recorded in;
(2)
(ii) list the information that should be included for the entry; (6)
(c) (i) Garbage record book PART II (For all cargo residues as defined in regulation 1.2
(Definitions)

(ii) Date/ Time, / Position of the ship (latitude/longitude) / HME Yes/No / Estimated
amount discharged Into sea (m3) / Start and stop positions of the ship for
discharges into the sea / Certification/ Signature
(d) state the applicable criteria for cargo residues NOT contained in wash water.
(2)
(d) Discharge prohibited
Q5
(a) State the objectives of the ISM Code. (4)

The objectives of the ISM Code are to ensure safety at sea, prevention of human injury,
loss of life and the avoidance of damage to the environment, in particular to the marine
environment.
(b) List FIVE functional requirements of a Safety Management System as required by

the ISM code (10)
Every Company should develop, implement and maintain a safety management system
which includes the following functional requirements:
.1 a safety and environmental-protection policy;
.2 instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag State legislation;
.3 defined levels of authority and lines of communication between, and amongst, shore
and shipboard personnel;
.4 procedures for reporting accidents and non-conformities with the provisions of this
Code;
.5 procedures to prepare for and respond to emergency situations; and
.6 procedures for internal audits and management reviews.
(any five of the above)
(c) A vessel has a fire alarm system failure.
With reference to the ISM Code, state which type of non-conformity this is,
explaining your answer (6)

Major non-conformity means an identifiable deviation that poses a serious threat to the
safety of personnel or the ship or a serious risk to the environment that requires
immediate corrective action and includes the lack of effective and systematic
implementation of a requirement of this Code.
Example
regulations.
Objective Evidence
Fire alarm system has failed.
(Not a non-conformity until not fixed)
3. (a) A product tanker with an Inert Gas System is alongside for discharge.
With reference to the Ship / Shore Safety Checklist:
(i) List any SIX checks that must be made in relation to the Inert Gas System, prior
to the commencement of cargo operations. (6)
(ii) List any additional SIX physical checks that must be made prior to
commencement of cargo operations; (6)
(b) During discharge the Inert Gas System fails.
State FOUR immediate actions of the Officer of the Watch. (8)
3. (a) (i)
● Fixed IGS pressure and oxygen content recorders are working.

● All cargo tank atmospheres are at positive pressure with oxygen content
of 5% or less by volume.
● The IGS is fully operational and in good working order.
● Deck seals, or equivalent, are in good working order.
● Liquid levels in pressure/ vacuum breakers are correct.

● The fixed and portable oxygen analysers have been calibrated and are
working properly.
● All the individual tank IG valves (if fitted) are correctly set and locked.
● All personnel in charge of cargo operations are aware that, in the case of
failure of the inert gas plant, discharge operations should cease and the
terminal be advised.
(Any 6 from above)
(ii)
● There is safe access between the ship and shore

● The ship is securely moored.
● The agreed ship/shore communication system is operative.
● Emergency towing-off pennants are correctly rigged and positioned
● The ship’s fire hoses and fire-fighting equipment are positioned and ready
for immediate use.
● The terminal’s fire-fighting equipment is positioned and ready for
immediate use.
● The ship’s cargo and bunker hoses, pipelines and manifolds are in good
condition, properly rigged and appropriate for the service intended.
● The terminal’s cargo and bunker hoses or arms are in good condition
properly rigged and appropriate for the service intended.
● The cargo transfer system is sufficiently isolated and drained to allow safe
removal of blank flanges prior to connection.
● Scuppers and save-alls on board are effectively plugged and drip trays are
in position and empty.
● Temporarily removed scupper plugs will be constantly monitored.
● Shore spill containment and sumps are correctly managed.
● The ship’s unused cargo and bunker connections are properly secured
with blank flanges fully bolted.

● The terminal’s unused cargo and bunker connections are properly

secured with blank flanges fully bolted.
● All cargo, ballast and bunker tank lids are closed.
● Sea and overboard discharge valves, when not in use, are closed and
visibly secured.
(Any 6 from above)
(b)
● Stop discharge immediately (pumps should automatically shut down on

failure)
● Inform terminal, ensure they close terminal valves to prevent back flow.
● Ensure release of pressure in deck lines and shut manifold valves.
● Close tank valves.
● Check back flow into tanks has not over pressured or caused spillage.
● Shut IG main deck valve.
(any two after first two)
4. With reference to the Code of Safe Working Practices for Merchant Seafarers, list
EACH of the following:
(a) the duties of the Officer of the Watch when supervising mooring station
operations; (10)
(b) the precautions and procedures to take when rigging a gangway that has
been provided by the shore. (10)

(a)
● Be aware of mooring plan and generic risk assessment

● Attend pre-arrival briefing (Task based risk assessment.)
● Arrange lighting if required
● Communications with bridge, arrange and check,
● Check power on deck,
● Assemble crew, check Personal Protective Equipment,
● Brief on operation, allocate tasks and discuss hazards (Toolbox talk)
● Inspect ropes/wires/stoppers/equipment to be used visually and arrange
preparation.
● Check machinery and controls for operation.
● During operations maintain control and direction as well as all round
awareness, particularly regarding crew positions with respect to bights and
snap-back zones. (Dynamic risk assessment).
(b)
● When access equipment is provided from the shore, it is still the responsibility
of the master to ensure as far as is reasonably practicable that the equipment
meets these requirements.
● The gangway should be clearly marked at each end with a plate showing the
restrictions on the safe operation and loading, including the maximum and
minimum permitted design angles of inclination, design load, maximum load
on bottom end plate, etc.
● The Officer of the Watch should make a visual inspection of the condition and
marking of the gangway.
● The means of access should be inspected to ensure that it is safe to use after
rigging.
● Guard ropes, chains, etc. should be kept taut at all times and stanchions
should be rigidly secured.
● Gangways should not be used at an angle of inclination greater than 30° from
the horizontal.
● The gangway should be sited clear of the working area and should not be
placed where cargo or other suspended loads may pass overhead.
● Adequate lighting should be provided to illuminate the means of embarkation.
● A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be
available for immediate use.
● A safety net should be mounted in way of the gangway where it is possible
that a person may fall from the means of embarkation or between the ship and
quayside.

5. With reference to Marpol 73/78 as amended
(a) complete Worksheet Q5(a), stating if discharges are permitted or prohibited,

together with any limiting distances, or conditions; (14)
(b) list the entries to be made in the columns of the Garbage Record Book following
an accidental discharge of garbage. (6)
(a)
Type of Garbage Outside special areas Within special areas
(Distances are from the (Distances are from the

nearest land) nearest land or ice
shelf)
Plastics Discharge prohibited Discharge prohibited
Food Waste comminuted Discharge permitted Discharge permitted

or ground ≥3 nm from the ≥12 nm from the
nearest land and nearest land and
en route en route
Food waste not Discharge permitted
comminuted or ground ≥12 nm from the
Discharge prohibited
nearest land and en
route
Cargo residues not Discharge permitted
contained in wash water ≥12 nm from the
Discharge prohibited
nearest land and en
route
(b)

Remarks on the
reason for the
discharge or loss
Port or Estimated
and general remarks
position of the amount
(e.g. reasonable
ship (latitude/ lost or
Date/ Categor Certification
precautions taken to
Time longitude and y discharge / Signature
prevent or minimize
water depth if d
such discharge or
known) (m3) accidental loss and
general
remarks)
Q3
(a) Explain what is meant by each of the following terms:
(i) hazard; (2)


(ii) risk; (2)
(iii) risk assessment; (4)
(b) (i) State FOUR hazards associated with mooring station operations. (4)
(ii) For EACH hazard stated in Q3(b)(i) explain how the risk may
be reduced. (8)
Q. 3. (a)
(i) A hazard is a source of potential injury, harm or damage. It may come from many
sources, e.g. situations, the environment or a human element.
(iii) The risk assessment process identifies hazards present in a work undertaking,
analyses the level of risk, considers those in danger and evaluates whether hazards
are adequately controlled, taking into account any measures already in place.
(b)
(i) Standing in bights of moorings
Being hit by heaving lines
Being in snap-back zones
Handling ropes and wires with snags

(ii) Safety awareness from toolbox talk and dynamic awareness
Wearing safety helmet as Personal protective equipment (PPE)
Safety awareness from toolbox talk and dynamic awareness, especially by

officer in charge
Wearing suitable gloves as PPE and visual inspection by officer in charge
Q4
A Ro-Ro cargo vessel is in port loading.
(a) (i) State the immediate actions to be taken by the Officer of the Watch on
discovering a vehicle on fire which contains dangerous goods. (5)
(ii) With reference to the International maritime Dangerous Goods (IMDG) Code,
outline the information provided on a Fire Schedule in the EmS Guide
(Emergency Schedule). (5)
(b) List the pre-sailing checks the Officer of the Watch on deck should make on
deck prior to sailing. (10)
(a) (i) Stop operations, raise the alarm, evacuate crew and stevedores from the area,
stop ventilation, gather information on the dangerous goods involved.
(ii) After the schedule letter there is a description of the group covered by the
schedule. The entries are then General comments, Cargo on fire on deck, split
into packages, and transport units, Cargo on fire under deck, Cargo exposed to
fire, and special cases.

(b) Vehicle deck doors secured and power isolated.
All vehicles are lashed as per Cargo Securing Manual
All watertight doors are closed
All ramps are secured and closed
Power isolated to all controls
Ventilation returned to sea-going mode if necessary
Fire detection system reset
Lighting to sea going mode
Cargo manifest updated
Dangerous goods manifest updated
Q5
With reference to Marpol 73/78 Annex V as amended:
(a) Complete Worksheet Q5(a) stating if discharges are permitted or prohibited,

together with any limiting distances, or conditions. (14)
(b) State the document in which EACH of the following discharge of garbage
should be recorded:
(i) cargo residues from a bulk carrier that carries solid bulk
cargoes; (2)
(ii) food wastes. (2)

(c) Explain the term e-waste (2)
(a) See Worksheet Q5(a)
(b) (i) Garbage record book part 2
(ii) Garbage record book part 1 or Official Log Book
(c) E-Waste is defined as any electronic equipment, including its components, sub-
assemblies and consumables, when disposed of as a waste.

3. With reference to the Code of Safe working Practices for Merchant Seafarers:
(a) Explain the term permit to work; (4)
(b) With reference to Entering Dangerous (Enclosed) Spaces, state the duties and
responsibilities for EACH of the following:
(i) competent person; (4)
(ii) authorised officer; (3)
(c) explain the term risk assessment; (4)

(d) list FIVE items of rescue equipment that should be positioned ready for use at the
entrance to a dangerous (enclosed) space. (5)
3. (a) The permit to work system consists of an organised and predefined safety
procedure. A permit to work does not in itself make the job safe, but contributes to
measures for safe working. Permits to work are formal records to confirm that control
measures are in place when particular operations are being carried out.
(b) (i) reference to a ‘competent person’ means a person designated and authorised
for the task covered by a permit to work under the safety management system. A
competent person means a person with sufficient theoretical knowledge and practical
experience to make an informed assessment of the likelihood of a dangerous
atmosphere being present or subsequently arising in the space, including taking
measurements of the atmosphere.
(ii) ‘authorised officer’ means a person designated and authorised for the purposes of
issuing and closing permits to work under the safety management system. An
authorised officer means a person authorised to permit entry into an enclosed space
and with sufficient knowledge of control and elimination of hazards, and of the
procedures to be established and complied with on board, to be able to ensure that
the space is safe for entry.
(c) The risk assessment process identifies hazards present in a work undertaking,
analyses the level of risk, considers those in danger and evaluates whether hazards
are adequately controlled, taking into account any measures already in place.
(d)
• appropriate breathing apparatus, with fully charged spare cylinders of air;

• lifelines and rescue harnesses;

• torches or a lamp (approved for use in a flammable atmosphere, if appropriate); and
• a means of hoisting an incapacitated person from the confined space, if appropriate.
• Resuscitator and first aid equipment
4. (a) A product tanker with an Inert Gas System is alongside for discharge.
With reference to the Ship / Shore Safety Checklist:
(i) List any SIX checks that must be made in relation to the Inert Gas System, prior
to the commencement of cargo operations. (6)
(ii) List any additional SIX physical checks that must be made prior to
commencement of cargo operations; (6)
(b) During discharge the Inert Gas System fails.
State FOUR immediate actions of the Officer of the Watch. (8)
4. (a) (i)
• Fixed IGS pressure and oxygen content recorders are working.
• All cargo tank atmospheres are at positive pressure with oxygen

content of 5% or less by volume.
• The IGS is fully operational and in good working order.
• Deck seals, or equivalent, are in good working order.

• Liquid levels in pressure/ vacuum breakers are correct.
• The fixed and portable oxygen analysers have been calibrated and are
working properly.
• All the individual tank IG valves (if fitted) are correctly set and
locked.
• All personnel in charge of cargo operations are aware that, in the case
of failure of the inert gas plant, discharge operations should cease and
the terminal be advised.

(Any 6 from above)
(ii)
• There is safe access between the ship and shore

• The ship is securely moored.
• The agreed ship/shore communication system is operative.

• Emergency towing-off pennants are correctly rigged and positioned
• The ship’s fire hoses and fire-fighting equipment are positioned and
ready for immediate use.
• The terminal’s fire-fighting equipment is positioned and ready for
immediate use.
• The ship’s cargo and bunker hoses, pipelines and manifolds are in
good condition, properly rigged and appropriate for the service
intended.
• The terminal’s cargo and bunker hoses or arms are in good condition
properly rigged and appropriate for the service intended.
• The cargo transfer system is sufficiently isolated and drained to allow
safe removal of blank flanges prior to connection.
• Scuppers and save-alls on board are effectively plugged and drip trays
are in position and empty.
• Temporarily removed scupper plugs will be constantly monitored.
• Shore spill containment and sumps are correctly managed.

• The ship’s unused cargo and bunker connections are properly secured
with blank flanges fully bolted.
• The terminal’s unused cargo and bunker connections are properly
secured with blank flanges fully bolted.
• All cargo, ballast and bunker tank lids are closed.
• Sea and overboard discharge valves, when not in use, are closed and
visibly secured.
(Any 6 from above)

(b)
• Stop discharge immediately (pumps should automatically shut down on

failure)
• Inform terminal, ensure they close terminal valves to prevent back flow.
• Ensure release of pressure in deck lines and shut manifold valves.
• Close tank valves.

• Check back flow into tanks has not over pressured or caused spillage.
• Shut IG main deck valve.
(any two after first two)
5. (a) With reference to MARPOL 73/78 Annex II (as amended)
(i) list the operational standards for discharges of noxious liquid substances of categories
X, Y or Z when the vessel is at sea; (5)
(ii) state which record book must be completed for the operation in Q5 (a) (i) (2)
(b) With reference to MARPOL 73/78 Annex IV (as amended), state the criteria that must
be complied with for the discharge of sewage into the sea. (9)
(c) With reference to MARPOL 73/78, Annex III (as amended), Prevention of Pollution by
Harmful Substances Carried by Sea in Packaged Form, explain the term Harmful
Substances. (4)
(a) (i) In the Antarctic area, any discharge into the sea of Noxious Liquid
Substances or mixtures containing such substances is prohibited

Category X, Y, and Z - ship is proceeding en route - minimum speed 7 knots (self-

propelled) or 4 knots (not self-propelled)
- not less than 12 nm from the nearest land
- discharge below the waterline at the approved rate
- minimum water depth 25 metres
(ii) Cargo record book for vessels carrying noxious liquid substances in bulk.
(b)
1 the ship is discharging comminuted and disinfected sewage using a system

approved by the Administration in accordance with regulation 9.1.2 of this Annex at a
distance of more than 3 nautical miles from the nearest land, or sewage which is not
comminuted or disinfected at a distance of more than 12 nautical miles from the
nearest land, provided that, in any case, the sewage that has been stored in holding
tanks, or sewage originating from spaces containing living animals, shall not be
discharged instantaneously but at a moderate rate when the ship is en route and
proceeding at not less than 4 knots; the rate of discharge shall be approved by the
Administration based upon standards developed by the Organization;
2 the ship has in operation an approved sewage treatment plant which has been
certified by the Administration to meet the operational requirements referred to in
regulation 9.1.1 of this Annex, and the effluent shall not produce visible floating
solids nor cause discoloration of the surrounding water.
(c) Harmful substances are those substances which are identified as marine pollutants
in the International Maritime Dangerous Goods Code (IMDG Code).

Q3
. A vessel has entered port and the security level has been set by both the flag and port
states at ‘Level 1’
(a) State the duties of the Officer of the Watch with respect to security at this level.
(10)
(b) List the additional duties if the security level is raised to ‘Level 2’. (8)
(c) State the document that should be consulted for details on the procedures to be
followed at the different security levels for the vessel. (2)
(a) Basic – control and monitor access to the vessel.

Ensure the gangway watch is being performed in accordance with Ship’s Security
Plan for security threat level.
Ensure checking of identity of persons boarding by watchman.
Ensure baggage checks are performed as required by watchman
Watchman to keep record of persons on board, be aware of persons expected as
notified.
Prevent pilferage.
(b) Check SSP for increased measures and consult with Ship’s Security Officer


Q4
A large dry bulk carrier is in port loading a solid bulk cargo.

(a).Outline the duties of the Officer of the Watch during the loading of this vessel.
(12)
(b) List TWO publications or documents to be consulted that will provide information about
the cargo to be loaded. (2)
(c) During loading a seafarer falls overboard. State the initial actions to be taken by the
Officer of the Watch. (6)
(a) Monitor the cargo operation to make sure it is proceeding as planned
and detailed in the checklist and loading plan
● Be aware of communication method specified in the ship/shore checklist, and
terminal contact
● monitor the deballasting operations against the plan, sound ballast tanks to
● make sure that no damage or stress is caused by cargo loading operations
● ensure checklist items requiring re-checking are completed
● check draughts at the end of each pour and agree cargo figures with terminal
● ensure sheer force and bending moments are not exceeded
● OOW should remain especially vigilant where cargoes are sensitive to water
● Monitor under keel clearance, trim as per loading plan
● Maintain safe movement and access
● Keep vessel safely moored

(b) Shipper’s declarations and International Maritime Solid Bulk Cargo Code (IMSBC)
(c) Raise the alarm, throw a lifebuoy to the person, or close by to mark the
position. Consider putting an embarkation ladder down near the person if possible,
prepare the rescue boat. If there are small vessels nearby, signal to them to assist.
Update the Master on the situation.
Q5
A ship is to load a heavy lift using the vessel’s own crane

(a) List FOUR pre-operation checks that are to be carried out on the crane (8)
(b) Outline the procedures and precautions that must be taken prior to loading a heavy lift
(12)
(a) Planned maintenance and certification up to date
● Condition of wires visually inspected
● Loose gear visually inspected and weights allowed for in calculation
● Operational test of crane controls
● Check limit switches and alarms operational
● Windows cleaned and good visibility ensured (any four)
(b) Unauthorised personnel sent ashore. Inform head of all departments before lift
commences
⮚ Ensure the stability of the vessel is adequate and maximum heel is acceptable
⮚ Eliminate FSE
⮚ Preferably a large GM available since a rise in CoG is going to occur
⮚ Check ships data to ensure deck is strong enough to support load (Deck Load
Capacity Plan).
⮚ Check condition of lifting plant ensuring all moving parts move freely
⮚ Rig fenders
⮚ Gangway up, if applicable
⮚ Moorings taut with men on standby. There may be a need for slack moorings

⮚ Cast off all barges
⮚ Unauthorised personnel sent ashore
⮚ Inform HOD’s before lift commences
⮚ Deck landing area clear and dunnaged
⮚ Competent crane driver
⮚ One person only giving directions, at all times
⮚ Ensure sufficient generated power for crane, winches etc.
⮚ Set secure steadying lines to the load
⮚ Crane head to be plumb over the weight at all times
⮚ Plan cargo securing from the CSM

Q4.
A Very Large Crude Carrier (VLCC) is to transfer crude oil at sea.
The operation is to be undertaken as a side-by-side, Ship to Ship transfer (STS transfer).
(a) List TEN physical preparations to be made on deck prior to run-in and mooring
(10)
(b) State FIVE circumstances when transfer operations should be stopped as a
precautionary measure. (10)

3.(a)
● Primary fenders are floating in their proper place? Fender pennants are in
order?
● Secondary fenders are in place, if required?
● Over side protrusions on side of berthing are retracted?
● Cargo manifold connections are ready and marked?
● Adequate lighting is available?
● Power is on winches and windlass and they are in good order?
● Rope messengers, rope stoppers and heaving lines are ready for use?
● All mooring lines are ready?
● All mooring personnel are in position?
● Communications are established with mooring personnel?
● The anchor on opposite side to transfer is ready for dropping?
3. (b)
● movement of the oil tankers alongside reaches the maximum permissible and
risks placing excessive strain on the moorings;
● under adverse weather and/or sea conditions;
● either oil tanker experiences a power failure;
● there is a failure of the main communication system between the oil tankers
and there are no proper standby communications;
● any escape of oil into the sea is discovered;
● there is an unexplained pressure drop in the cargo system;
● fire danger is discovered;
● any oil leakage is discovered from hoses, couplings, or the oil tanker’s deck
piping;
● overflow of oil onto the deck occurs caused by over-filling of a cargo tank;
● any faults or damage threatening the escape of oil are discovered; and
● there is a significant, unexplained difference between the quantities of cargo
delivered and received.
(PICK ANY 5)
Q5
A bulk carrier is operating in the North Sea area. With reference to MARPOL 73/78 (as
amended):
(a) Explain the term cargo residues; (2)
(a) Cargo residues means the remnants of any cargo which are not covered by other
Annexes to the present Convention and which remain on the deck or in holds
following loading or unloading, including loading and unloading excess or spillage,
whether in wet or dry condition or entrained in wash water but does not include

cargo dust remaining on the deck after sweeping or dust on the external surfaces of
the ship. (Marpol Annex 5 regulation 1)
(b) list the criteria that must be complied with if the cargo residues contained in wash
water are to be discharged into the sea from this vessel; (8)
North Sea is a special area under annex 5
Discharge of the following garbage into the sea within special areas shall only be
permitted while the ship is en route and as follows:
Cargo residues contained in hold washing water do not include any substances
classified as harmful to the marine environment according to the criteria set out in
appendix I of this Annex;
Solid bulk cargoes as defined in regulation VI/1-1.2 of the International Convention
for the Safety of Life at Sea (SOLAS), 1974 , as amended, other than grain, shall be
classified in accordance with appendix I of this Annex, and declared by the shipper as
to whether or not they are harmful to the marine environment *;
Cleaning agents or additives contained in hold washing water do not include any
substances classified as harmful to the marine environment taking into account
guidelines developed by the Organization;
Both the port of departure and the next port of destination are within the special
area and the ship will not transit outside the special area between those ports;
No adequate reception facilities are available at those ports taking into account
guidelines developed by the Organization; and
Where the conditions of subparagraphs 2.1 to 2.5 of this paragraph have been
fulfilled, discharge of cargo hold washing water containing residues shall be made as
far as practicable from the nearest land or the nearest ice shelf and not less than 12
nautical miles from the nearest land or the nearest ice shelf.
(c) (i) state the name of the document that this discharge should be recorded in;
(2)
(ii) list the information that should be included for the entry; (6)
(c) (i) Garbage record book PART II (For all cargo residues as defined in regulation 1.2
(Definitions)

(ii) Date/ Time, / Position of the ship (latitude/longitude) / HME Yes/No / Estimated
amount discharged Into sea (m3) / Start and stop positions of the ship for discharges
into the sea / Certification/ Signature
(d) state the applicable criteria for cargo residues NOT contained in wash water.
(2)
(d) Discharge prohibited
Q6.
The International Management Code for the Safe Operation of Ships and Pollution
Prevention (the ISM Code) requires a Safety Management System to be developed and
implemented.
List FIVE functional objectives of a Safety Management System as required by the ISM
Code. (10)

The objectives of the Code are to ensure safety at sea, prevention of human injury or
loss of life, and avoidance of damage to the environment, in particular, to the marine
environment, and to property.
1.4 Functional requirements for a Safety Management System (SMS)
Every Company should develop, implement and maintain a Safety Management System
(SMS) which includes the following functional requirements:
● a safety and environmental protection policy;

● instructions and procedures to ensure safe operation of ships and protection of
the environment in compliance with relevant international and flag State
legislation;
● defined levels of authority and lines of communication between, and amongst,
shore and shipboard personnel;
● procedures for reporting accidents and non-conformities with the provisions of
this Code;
● procedures to prepare for and respond to emergency situations; and
● procedures for internal audits and management reviews.
(Note, the question is probably meant to ask for requirements)
4. A vessel has just tied up alongside a lay-by berth for repairs and survey work. As part
of the scheduled survey work, divers will be undertaking an inspection of the hull.
(a) List the duties of the Officer of the Watch (OOW) on deck, with respect to the diving
operations that are to take place. (15)
(b) State the immediate actions to be taken by the OOW on deck, if one of the divers in
the water is experiencing difficulties. (5)
4.(a) The OOW should follow the company Safety Management System (SMS) for diving
operations.
In cooperation with the diving supervisor a risk assessment should be completed.
From the results of the risk assessment a Permit to Work should be issued.

Permission would be required from the port authority.
All overboard discharges and suctions should be secured with assistance from the
Engineer Officer of the Watch.
Notices should be posted on the bridge, in the engine control room, and any other
relevant spaces warning of the operations.
Communications should be established between all parties.
Signals should be displayed as required by the Port.
Crew assistance for the diving operation and dive tender, if used, should be organised
and briefed.
Keep a log of times.
Monitor weather/tides/communications/ and passing vessels.
A general announcement may be made to keep all crew informed.
4.(b) Raise the alarm, liaise with the dive supervisor as to what assistance is required,
contact the Port Authority for external assistance if required. Update the master with
actions taken.
5. With reference to MARPOL:
(a) (i) list the emissions which are regulated by Annex VI of the revised convention;
(5)
(ii) explain the term Emission Control Area (ECA); (6)
(b) list the criteria that apply if a new ro-ro passenger ship (GT 30285) is to discharge
sewage in the Baltic; (5)

(c) state, with reasons, whether or not a product tanker (GT 29654) transiting the
Mediterranean Sea may discharge oily water mixtures originating from the machinery
spaces. (4)
5 (a) (i) Ozone Depleting Substances (ODS),

Emission control area means an area where the adoption of special mandatory
measures for emissions from ships is required to prevent, reduce and control air
pollution from NOx or SOx and particulate matter or all three types of emissions and
their attendant adverse impacts on human health and the environment.
(b) B Discharge of sewage from passenger ships within a special area
3 Subject to the provisions of regulation 3 of this Annex, the discharge of sewage

from a passenger ship within a special area shall be prohibited:
.1 for new passenger ships, on a date determined by the Organization pursuant

to regulation 13.2 of this Annex, but in no event prior to 1 June 2019; and
.2 for existing passenger ships, on a date determined by the Organization pursuant

to regulation 13.2 of this Annex, but in no event prior to 1 June 2021,
except when the following conditions are satisfied:
the ship has in operation an approved sewage treatment plant which has been
certified by the Administration to meet the operational requirements referred to
in regulation 9.2.1 of this Annex, and the effluent shall not produce visible floating
solids nor cause discoloration of the surrounding water.

(c) Except as specified in paragraph 3 of this regulation, any ship of 10,000 gross
tonnage and above shall be fitted with oil filtering equipment complying with
paragraph 7 of this regulation.
7. Oil filtering equipment referred to in paragraph 2 of this regulation shall comply

with paragraph 6 of this regulation. In addition, it shall be provided with alarm
arrangements to indicate when this level cannot be maintained. The system shall also
be provided with arrangements to ensure that any discharge of oily mixtures is
automatically stopped when the oil content of the effluent exceeds 15 parts per
million. In considering the design of such equipment and approvals, the
Administration shall have regard to the specification recommended by the
Organization.*
Therefore, the answer is yes as equipment must comply with regulations due to
tonnage of vessel.
6. A vessel has arrived in port and is to rig the ship’s own gangway. The gangway is in
good structural condition and has the correct documentation and manufacturers
markings. All crew involved in rigging the gangway are wearing the correct Personal
Protective Equipment (PPE).
List TEN checks that the Officer of the Watch should make when rigging the gangway. (10)
The Officer of the Watch should make a visual inspection of the condition and
marking of the gangway.
The means of access should be inspected to ensure that it is safe to use after rigging.
Guard ropes, chains, etc. should be kept taut at all times and stanchions should be
rigidly secured.
Gangways should not be used at an angle of inclination greater than 30° from the
horizontal.
The gangway should be sited clear of the working area and should not be placed
where cargo or other suspended loads may pass overhead.
Adequate lighting should be provided to illuminate the means of embarkation.

A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be available
for immediate use.
A safety net should be mounted in way of the gangway where it is possible that a
person may fall from the means of embarkation or between the ship and quayside.
4. (a) Outline the duties of the Officer of the Watch with respect to safety during cargo
operations on a Ro-RO passenger ferry. (18)
(b) List TWO publications that should be consulted for advice on the securing of Ro-
Ro cargo. (2)
(a) Basic duties:-

Supervise movement of vehicles, safe speed, clear signals, and away from
passengers. Segregation of vehicles carrying hazardous cargoes to be as per
stowage plan.
equipment. Brakes to be applied and vehicles in gear. Lashings as per Cargo
Securing Manual (CSM) and COP.
The OOW is responsible for controlling all the dangers defined in the Code of
Practice and Code of Safe Working Practices (COSWP) Chapter 27 (2015 edition)
which are:-
• The unsatisfactory condition or design of vehicles presented for shipment e.g. an
insufficient number and incorrect positioning of securing points, securing points
of inadequate strength, or an ineffective braking system.
• Cargo badly stowed or inadequately secured in or on freight vehicles.
• Free surface effect in tank vehicles and tank containers which are slack.
• Poorly maintained, inadequately illuminated or badly planned decks.
• Wet decks.


• Insufficient or incorrectly applied lashings or the use of lashing equipment of the
wrong type or of inadequate strength having regard to the mass and centre of
gravity of the vehicle and the weather conditions likely to be encountered during
the voyage.
• Failure to comply with the stowage, segregation and marking requirements for
freight vehicles carrying dangerous goods.
• Inadequate securing arrangements for specialised vehicles, such as track laying
vehicles, high sided freight vehicles, earth moving plant, low loaders, freight
vehicles carrying livestock (especially those with more than one tier of animals).
(b) Roll-on/Roll-off Ships-Stowage and Securing of Vehicles Code of Practice,
and Cargo Securing Manual
5. A vessel is in port loading cargo. She is to take bunkers from a barge which will tie
up on the outboard side.
(a) List the precautions that should be observed by the Officer of the Watch (OOW) on deck
prior to commencement of bunkers. (12)
(b) State the immediate action that must be taken by the OOW on deck in the event of a
spill of bunkers. (8)
(a) Attend pre bunker meeting to be aware of procedures and precautions
any cargo handling operations in progress will not hazard the bunker operations
toolbox talk to deck crew involved carried out;
the bunker vessel is securely moored;
there is safe access between the barge and the ship;
the bunker checklist is complete;
communications and emergency stop procedures agreed
the bunker hoses are in good condition;
the scuppers are firmly closed;


bunker pipes which are not in use are well blanked;
the bunker hoses are properly supported;
the bunker hoses have sufficient play;
the bunker connection has been provided with a good seal;
there is a well-tightened bolt in every bolt hole in the bunker pipe connection flanges;
there is a sufficiently large overflow basin under the bunker pipe connection(s); and
sufficient absorbing materials are available in case of an accidental spillage.
(b) Immediately operate the emergency shutdown procedure
Sound general alarm
Find source of spillage and attempt to prevent further outflow
Check scuppers in place
Contain the oil spill on deck
Organise the crew to mop up the spillage if safe
Coordinate disconnection with the bunker barge
Keep a careful record of all activities and times.
6. (a) Explain the role of EACH of the following when a Permit to Work is being used:
(i) competent person; (3)
(ii) authorised officer; (3)
(b) List FOUR examples of shipboard operations where a permit to work would be required.
(4)
(a) (i) Competent person

‘Competent person’ means someone who has sufficient training and experience or
knowledge and other qualities that allow them to carry out the work in hand
effectively and safely. The level of competence required will depend on the
complexity of the situation and the particular work involved.
(ii) Authorised Officer
The authorised officer is one authorised by the Master or company to issue a Permit
to Work, taking into account the findings of a risk assessment and the necessary
safety precautions.
The authorised officer retains responsibility for the work until they have either closed
the permit or formally transferred it to another authorised officer who should be
made fully conversant with the situation. Anyone who takes over from the authorised
officer, either as a matter of routine or in an emergency, should sign the permit to
indicate transfer of full responsibility.
(b) Permits to work would normally be required for the following categories of work:
• entry into dangerous (enclosed) space;

• any work requiring use of gas testing/equipment;
• hot work;
• working at height/over the side;
• general electrical (under 1000 volts);
• electrical high voltage (over 1000 volts);
• working on deck during adverse weather; and
• lifts, lift trunks and machinery. (pick any 4)
(a)
(i) Displacement (Δ) :
Displacement, measured in tonnes, is equal to the weight of the vessel and also
the weight of water displaced.
(ii) Light Displacement (ΔLIGHT) :

Light displacement is the weight of hull, engines, spare parts, and water in the
boilers and condensers to working level.
Q2


(a) Stage 1
When a weight onboard is lifted using a ship’s crane, the weight is said to shift from the
stowed position to the head of the crane. This is a vertical shift. G will move parallel and
in the same direction as the shift, moving to G1. This will reduce the GM. Since the vessel
was initially upright there was no GGh, and none has been created by the shift.
Therefore, the vessel will remain upright.
Stage 4
Again, the weight being lowered from by the crane to the stowage position is a vertical
shift, but this time downwards. g3 will move from the head of the crane vertically
downwards to the stowage position g4. G will move parallel and in the same direction to
the shift, moving vertically down from G3 to G4.
This will increase the GM, but not as much as the decrease in Stage 1 since the weight is
stowed at a higher position than the original stowage position.
Since GGh remains the same, but GM is increased, the list to Starboard will be reduced
from the list at G3 to the list at G4.
(b) The maximum list will occur when the weight is suspended over the stowage position, i.e.
g is at g2 & g3, and G is at G2 & G3.
At this point the GGh is at a maximum, but GM is at a minimum.
(GGh is unchanged between G2, and G3 since there is no horizontal movement of the
weight).
Since Tan θº = GGh
GM

If GGh is Max, and GM is min, then Tan θ, and therefore θ (the angle of list) will be at a
maximum.
Q3
a) The term Free Surface Effect is used to describe the virtual rise of the Centre of Gravity
(G) of the vessel caused by the free movement of fluids within a compartment.
It has the effect of reducing the effective GM (and hence the stability of the vessel),
which will increase any angle of heel or angle of list.
b) The effective reduction of GM could cause a vessel with normal stability to become
tender, or even unstable if the virtual rise of G is enough to make GM negative. This could
cause the vessel to take an angle of loll, or in extreme cases, cause the vessel to capsize.
Q4
With reference to ‘ANNEX 1.4 RISK ASSESSMENT FORM’ provided in The
Code of Safe Working Practices for Merchant Seafarers as amended, ‘mooring
and unmooring operations provide the circumstances for potentially serious accidents’.
Complete Worksheet Q4 ‘Detailed Risk Assessment Form for Mooring –
making fast alongside’. Assess THREE hazards associated with this task. (20)
See worksheet

Hazards – Snap back, standing in bights, being struck by heaving line, being caught
in winch, slips and trips, jags in wires
Existing control measures – winches render below breaking load of rope, toolbox
talk and dynamic risk assessment by crew (awareness), tidiness of decks, visual
inspection by responsible person, personal protective equipment (PPE)
Additional control measures – full briefing and closed loop communication at

toolbox talk by responsible person, inspection of PPE during toolbox talk for
suitability, operational testing of controls, stops and communications, as well as
back up methods. Dynamic risk assessment by responsible person during operation,
proper preparation of working area and equipment, communication during operation
to maintain awareness


Q5 A container vessel is in port for loading operations. The cargo to be loaded includes a
number of containers with packaged dangerous goods.
(a) Explain the duties of the Officer of the Watch with respect to the dangerous goods.
(10)
(b) Explain the duties of the Officer of the Watch with respect to security, which is set at
Level 1. (10)
(a) Check documentation, and Dangerous Goods Declarations match containers

presented.
Be aware of the stowage plan, especially positions for dangerous goods

containers
Check containers are undamaged and not leaking
Check placarding matches declaration and is visible on all sides
Check seals are intact
Ensure safely lifted aboard
Ensure stowed as planned
Ensure secured as required by cargo securing manual
Note position on stowage plan and dangerous goods manifest
Ensure segregation from other dangerous goods as per the stowage plan
(b) Basic duty – control and monitor access to the vessel.

Security Plan for security threat level. Brief gangway watchman on duties,
communications and expected visitors and deliveries.

Ensure checking of identity of all persons boarding by gangway watchman.

Prevent pilferage.
Q6. A ship is to load a heavy lift using the vessel’s own crane.
A risk assessment has been completed and all crew are wearing the correct personal
protective equipment.
Outline the additional procedures and precautions that must be taken prior to
loading the heavy lift. (10)
Planned maintenance and certification up to date
Condition of wires visually inspected
Loose gear visually inspected and weights allowed for in calculation
Operational test of crane controls

Check limit switches and alarms operational
Windows cleaned and good visibility ensured
Unauthorised personnel sent ashore. Inform head of all departments before lift
commences
Ensure the stability of the vessel is adequate and maximum heel is acceptable
Eliminate free surface effect (FSE)
Check ships data to ensure deck is strong enough to support load (Deck Load
Capacity Plan).
Visual inspection of condition of lifting plant ensuring all moving parts move
freely
Rig fenders
Gangway up, if applicable to prevent damage
Moorings taut with men on standby. There may be a need for slack moorings
Cast off all barges and other vessels alongside
Deck landing area clear and dunnaged
Competent crane driver in place and briefed
One person only giving directions, at all times
Ensure sufficient generated power for crane, winches etc.
Secure steadying lines to the load
Crane head to be plumb over the weight at all times
Plan cargo securing from the cargo securing manual (CSM)

b) (i) The effects of Free surface:
• FSE causes a virtual rise of G and a reduction in the Effective GM;

• Causes an angle of list to increase;
• FSE will reduce the righting lever, and therefore the righting moment;
• Causes angles of heel to increase;
• Increases the angle of roll at sea, possibly causing a shift of some types of cargo
and/or physical danger to personnel;
• Can reduce the Effective GM to a point where it becomes negative, causing an angle
of lol, or in extreme circumstances capsize.
(ii) The Free Surface Moments (FSM) for the tank is adjusted as follows:
FSMSUB = FSM Where: FSM is the FSM undivided
n2 n is the number of compartments
after the subdivision
So, for a single compartment with a single longitudinal division
FSMSUB = FSM = FSM
22 4
Therefore the Free Surface Moments are reduced to a quarter of their original
value by introducing a single watertight longitudinal division;

4. With reference to the International Safety Management Code:·
(c) During a company training session for cadets held onboard whilst the ship is
alongside, the brake on one of the life raft davits failed to release.
State, giving reasons the type of non-conformity this is.
4 (a) The objectives of the Code are to ensure safety at sea, prevention of human
injury or loss of life, and avoidance of damage to the environment, in particular, to
the marine environment, and to property.
Every Company should develop, implement and maintain a Safety Management

System (SMS) which includes the following functional requirements:

• instructions and procedures to ensure safe operation of ships and protection
of the environment in compliance with relevant international and flag State
legislation;
• defined levels of authority and lines of communication between, and amongst,
• procedures for reporting accidents and non-conformities with the provisions
of this Code;
• procedures to prepare for and respond to emergency situations; and
(pick 5 of 6)
(c) Major non-conformity means an identifiable deviation that poses a serious threat
to the safety of personnel or the ship or a serious risk to the environment that

requires immediate corrective action and includes the lack of effective and
Example
regulations.
Objective Evidence
The brake on one of the life raft davits failed to release
5. (a) Summarise FIVE duties of the OOW when preparing the vessel for sea with respect
to watertight integrity of the vessel, safe stowage and the securing of mooring equipment
prior to and immediately after departure.
(b) With reference to the Code of Safe Working Practices for Merchant Seafarers
(CoSWP), summarise the safe procedure to be observed in EACH of the following:
(i) prior to operating a power-driven watertight door;
(ii) when opening, passing through and closing a power-driven watertight door.
5. (a) Ensure all cargo is secured as per the Cargo Securing Manual
Check all ventilation, hatches, access hatches, store doors and sounding caps on
deck are secured as required.
Gangway or accommodation ladder brought in and secured for departure.
Mooring ropes and wires brought in are stowed, covered and secured as per the
ships Safety Management System.
When clear, anchors are secured, spurling pipes sealed or covered as required.
Isolate all power to deck machinery when completed.
(b) (i) Seafarers who have not been instructed in their use should not under any
circumstance operate them until such training has been given. Doors should always
be operated in accordance with local instructions. If possible, find an alternate route.

Be aware of the class and operating system of the door. Be aware if permission is
required to open the door.
(b)(ii) 11.7.6 Any class of watertight door may be put into bridge operation mode. If
opened locally under these circumstances the door will reclose automatically with a
force sufficient to crush anyone in its path as soon as the local control has been
released. It is safest to treat doors as if they are in this mode at all times.
11.7.7 The local controls are positioned on each side of the door so that a person
passing through may open the door and then reach to the other control to keep the
door in the open position until transit is complete. As both hands are required to
operate the controls, no seafarer should attempt to carry any load through the door
unassisted. If it is necessary to carry anything through a watertight door in these
circumstances another person should be employed to assist.
11.7.9 No one should attempt to pass through a watertight door when it is closing
and/or the warning bell is sounding. In all cases, seafarers should wait until the door
is fully open before attempting to pass through it.
11.7.10 Any watertight door found in a closed position must be returned to that
position after opening.
6. A railway locomotive weighing 76 tonnes located on the quay is to be loaded using the
ship's heavy lift derrick.
All preparations for securing the lift on board have been undertaken and all lifting gear has
been checked.
Outline FIVE safe procedures and precautions that must be taken immediately prior to
loading and on the derrick initially lifting the locomotive from the quay.
Rigging Plan
This will need to be checked, as in all lifting operations, and attention paid to the capacity
and reach required for the operation.
Maximum headroom

The position, size and SWL of blocks & shackles
The length, size and SWL of runners, topping lifts, guys & preventers
The position of lifting plant where the maximum forces are produced
The optimum position for guys & preventers
Prior lifting
• Check vessel’s stability.
• Maximum possible loss of GM in the operation to be calculated.
• Maximum possible list and trim during operation to be calculated.
• Free surface effects to be calculated.
• All tanks should be pressed up or empty to avoid free surface effect.
• Vessel to be even keel and upright as far as practicable.
• Ensure the SWL of the lifting gear and associated equipment is sufficient for the
weight to be lifted.
• Check load capacity of the area to be loaded.
• Load must not exceed the value given in stability booklet.
• Distribute load on deck using dunnage.
• Unnecessary personnel removed.
When lifting
• Ensure fore and aft moorings are taut and tended.
• Use steadying lines (steadying stays).
• Competent winch man or crane driver.
• Communication signals understood. Standard signals as per COSWP to be used.
• Only one competent person to signal the whole operation.


• Whole operation to be supervised by a responsible officer.
• Raise gangway.
• The derrick or crane hook to be plumbed over the weight.
• Take weight slowly.
• Lift the load slowly, swing in the correct position and load on the appropriate
position.
• Control swing by steadying stays.
• Consider emergency action if vessel develops heavy list (more than calculated)
during th
2b) i) A double bottom tank is below the vessels KG so by filling the tank half full ‘G’
would
move directly towards where the weight is loaded, ‘G’ would move downwards and
KG
would decrease. However, as the tank was empty initially and is now half full a Free
Surface effect has been created, free surface effect is a virtual rise of gravity, this
means the vessels KG will increase due to the free surface effect.
In summary KG increases due to F.S.E and KG would decrease due to weight
loaded in the double bottom tank. We would have to calculate to see which has the
greatest effect.
2 b ii) By filling the tank full free surface effect would be eliminated and therefore KG

would decrease. Also, a double bottom tank is below the vessels KG so by filling
the
tank full ‘G’ would move directly towards where the additional weight is loaded,
‘G’
would move downwards and KG would decrease.
3a) A vessel in stable equilibrium, after being inclined to a small angle of heel by an
external force, tends to return to the initial position when the external force is
removed.
b) A vessel in neutral equilibrium, after being inclined to a small angle by an external

force,
tends to remain at that angle when the external force is removed.
c) A vessel in unstable equilibrium, after being inclined to a small angle of heel by an
external force, tends to heel over further, the vessel may come to rest at an angle of
Loll
or may capsize.
4. With respect to prevention of pollution of the marine environment:
(a) state the IMO convention and annex that details requirements for the disposal of
garbage at sea; (2)
(b) with respect to the disposal of garbage at sea, define the following terms:

(i) Special Area; (3)
(ii) Domestic wastes; (3)
(iii) En route; (2)
(iv) Garbage. (2)
(c) State the operations that require entries to be made in the ship's Garbage
Record Book. (8)
4. (a) International Convention for the Prevention of Pollution from Ships (MARPOL)
Annex V Prevention of Pollution by Garbage from Ships
(b) (i) Special area means a sea area where for recognized technical reasons in
relation to its oceanographic and ecological condition and to the particular character
of its traffic the adoption of special mandatory methods for the prevention of sea
pollution by garbage is required.
(ii) Domestic wastes means all types of wastes not covered by other Annexes that
are generated in the accommodation spaces on board the ship. Domestic wastes
does not include grey water.
(iii) En route means that the ship is underway at sea on a course or courses,
including deviation from the shortest direct route, which as far as practicable for
navigational purposes, will cause any discharge to be spread over as great an area
of the sea as is reasonable and practicable.
(iv) Garbage means all kinds of food wastes, domestic wastes and operational
wastes, all plastics, cargo residues, incinerator ashes, cooking oil, fishing gear, and
animal carcasses generated during the normal operation of the ship and liable to be
disposed of continuously or periodically except those substances which are defined
or listed in other Annexes to the present Convention. Garbage does not include fresh
fish and parts thereof generated as a result of fishing activities undertaken during
the voyage, or as a result of aquaculture activities which involve the transport of fish
including shellfish for placement in the aquaculture facility and the transport of
harvested fish including shellfish from such facilities to shore for processing.
(c) A. Discharge into sea:

B. Incineration:
C. Discharge to a port reception facility or another ship:
The record of exceptional discharge or accidental loss of garbage is to be recorded

in separate section under newly added table

5. The Officer of the Watch is to supervise the rigging of the ship's gangway on
arrival in port.
Outline TEN considerations with respect to location and positioning on the quay
of the gangway and equipment provision to ensure safe access to and from the
ship for the duration of stay in port. (20)
Note: Assume that the gangway and associated equipment has been well
maintained onboard and that all personnel are experienced
seafarers wearing the appropriate PPE.
• Any access equipment and immediate approaches to it must be

adequately lit. For appropriate standards of lighting.
• Each end of a gangway or accommodation or other ladder should provide
safe access to a safe place or to an auxiliary safe access.
• A lifebuoy with a self-activating light and also a separate buoyant safety
line attached to a quoit or some similar device must be provided ready for
use at the point of access aboard the ship.
• An adequate number of safety nets of a suitable size and strength are to
be carried on the ship or otherwise be readily available. Where there is a
risk of a person falling from the access equipment or from the quayside
or ship’s deck adjacent to the access equipment, a safety net must be
mounted where reasonably practicable.
• The aim of safety nets is to minimise the risk of injury arising from falling
between the ship and the quay or falling onto the quay, deck or between
two vessels.
• As far as is reasonably practicable, the whole length of the means of
access should be covered. Safety nets should be securely rigged, with
use being made of attachment points on the quayside where appropriate.
• The angles of inclination of a gangway or accommodation ladder should
be kept within the limits for which it was designed.
• When the inboard end of the gangway rests on or is flush with the top of
the bulwark, a bulwark ladder should be provided. Any gap between the
bulwark ladder and the gangway should be adequately fenced to a height
of at least 1 metre.
• Gangways and other access equipment should not be rigged on ships’
rails unless the rail has been reinforced for that purpose.
• The means of access should be sited clear of the cargo working area and
so placed that no suspended load passes over it. Where this is not
practicable, access should be supervised at all times.

6. (a) Marine Information Notices (MINs), Marine Guidance Notices (MGNs) and Marine
Safety Notices (MSNs) are each given letter(s) suffix after the M Notice number; state
the significance of this. (1)
(b) Describe the purpose and legal status of EACH of the following M-notices:
(i) Marine Guidance Notices (MGNs); (3)
(ii) Marine Information Notices (MINs); (3)
(iii) Marine Safety Notices (MSNs). (3)
6. (a) The letter suffix after the M-notice number tells you if it relates to merchant
ships and/or fishing vessels:
• (M) for merchant ship

• (F) for fishing vessels
• (M+F) for both merchant ships and fishing vessels
(b) (i) Marine Guidance Notes (MGNs) provide guidance on the interpretation of the law,
recommendations on best practice and general safety advice
(b) (ii) Marine information Notes (MINs) tend to give information that’s:
• valid for a short period of time, such as timetables for MCA exams
• relevant to a small group of people, such as training establishments or equipment

manufacturers
(b) (iii) Merchant Shipping Notices (MSNs) contain the technical detail of regulations
called ‘statutory instruments’ (SIs). This is mandatory information and must be complied
with under UK legislation.
4. With reference to the International Safety Management Code:·


(c) During a company training session for cadets held onboard whilst the ship is
alongside, the brake on one of the life raft davits failed to release.
State, giving reasons the type of non-conformity this is.
4 (a) The objectives of the Code are to ensure safety at sea, prevention of human
injury or loss of life, and avoidance of damage to the environment, in particular, to
the marine environment, and to property.
Every Company should develop, implement and maintain a Safety Management

System (SMS) which includes the following functional requirements:

• instructions and procedures to ensure safe operation of ships and protection
of the environment in compliance with relevant international and flag State
legislation;
• defined levels of authority and lines of communication between, and amongst,
• procedures for reporting accidents and non-conformities with the provisions
of this Code;
(pick 5 of 6)
(c) Major non-conformity means an identifiable deviation that poses a serious threat
to the safety of personnel or the ship or a serious risk to the environment that
Example

regulations.
Objective Evidence
The brake on one of the life raft davits failed to release
5. (a) Summarise FIVE duties of the OOW when preparing the vessel for sea with respect
to watertight integrity of the vessel, safe stowage and the securing of mooring equipment
prior to and immediately after departure.
(i) prior to operating a power-driven watertight door;

6. A railway locomotive weighing 76 tonnes located on the quay is to be loaded using the
ship's heavy lift derrick.
All preparations for securing the lift on board have been undertaken and all lifting gear has
been checked.
Outline FIVE safe procedures and precautions that must be taken immediately prior to
loading and on the derrick initially lifting the locomotive from the quay.
Rigging Plan

This will need to be checked, as in all lifting operations, and attention paid to the capacity
and reach required for the operation.
Maximum headroom
The position, size and SWL of blocks & shackles
The length, size and SWL of runners, topping lifts, guys & preventers
The position of lifting plant where the maximum forces are produced
The optimum position for guys & preventers
Prior lifting
• Check vessel’s stability.
• Maximum possible loss of GM in the operation to be calculated.
• Maximum possible list and trim during operation to be calculated.
• Free surface effects to be calculated.
• All tanks should be pressed up or empty to avoid free surface effect.
• Vessel to be even keel and upright as far as practicable.
• Ensure the SWL of the lifting gear and associated equipment is sufficient for the
weight to be lifted.
• Check load capacity of the area to be loaded.
• Load must not exceed the value given in stability booklet.
• Distribute load on deck using dunnage.
• Unnecessary personnel removed.
When lifting
• Ensure fore and aft moorings are taut and tended.
• Use steadying lines (steadying stays).

• Competent winch man or crane driver.
• Communication signals understood. Standard signals as per COSWP to be used.
• Only one competent person to signal the whole operation.
• Whole operation to be supervised by a responsible officer.
• Raise gangway.
• The derrick or crane hook to be plumbed over the weight.
• Take weight slowly.
• Lift the load slowly, swing in the correct position and load on the appropriate
position.
• Control swing by steadying stays.
• Consider emergency action if vessel develops heavy list (more than calculated)
during the operation.
4. (a) Summarise FIVE duties of the OOW when preparing the vessel for sea with
respect to watertight integrity of the vessel, safe stowage and the securing of mooring
equipment prior to and immediately after departure. (10)
(i) Prior to operating a power-driven watertight door; (4)
(6)


5. With reference to MARPOL 73/78 Annex I - Regulations for the Prevention of
Pollution by Oil:

(a) A bulk carrier of more than 400 GT is to discharge machinery space bilge
water inside a special area.
State the discharge criteria that must be complied with. (8)
(b) An oil tanker of more than 400 GT is to discharge residues from cargo pump
room bilges.
State the discharge criteria that must be complied with. (8)
(c) Identify the document in which the discharges in Q5(a) and Q5(b) must be
recorded AND who should sign this document. (4)
5. (a)
.1 the ship is proceeding en route;

.2 the oily mixture is processed through an oil filtering equipment meeting the
requirements of regulation 14.7 of this Annex;
.3 the oil content of the effluent without dilution does not exceed 15 parts per
million;
In addition to the above, shall be provided with alarm arrangements to
indicate when the level cannot be maintained.
Also arrangements to ensure that any discharge of oily mixture is
automatically stopped when the oil content of the effluent exceeds 15 ppm
(b) Vessel should not be in a special area

Vessel should be en route
Vessel should be at least 50 miles from the nearest land
Any instantaneous discharge should not exceed more than 30 ltrs/nautical
mile
Total oil residue discharged less than 1/30000 of the product carried for
tankers built after 31 Dec 1979
The tanker has in operation an oil discharge monitoring and control system
and a slop tank arrangement
(c) in (a) Oil Record Book part 1, Machinery Space Operations (all ships)

In (b) Oil Record Book Part 2, Cargo and Ballast Operations (tankers only)
Signed by Officer in charge of the operation and bottom of page signed by

Master
6. With reference to the Code of Safe Working Practices for Merchant Seafarers, identify
the FIVE steps to be taken to complete a risk assessment. (10)
Step 1: identify the hazards
Step 3: evaluate the risks and decide on precautions Having spotted the hazards, you
then have to decide what to do about them. First, look at what you’re already doing;
think about what controls you have in place and how the work is organised.
Step 4: record your findings and implement them. Putting the results of your risk
assessment into practice will make a difference when looking after people and your
operation.
Step 5: review your risk assessment and update if necessary Few workplaces stay
the same. Sooner or later, you will bring in new equipment, substances and
procedures that could lead to new hazards. It makes sense, therefore, to review what
you are doing on an ongoing basis.
i) Relative Density is the ratio of the density of a substance compared to the density of
Fresh Water.
ii) Fresh Water Allowance is the number of mm by which the mean draught
changes when a vessel passes from FW to SW and vice versa at the
loaded draught.

iii) Block Coefficient is the ratio between the underwater volume and the volume of the block
having the same extreme dimensions.
a) i) Centre of Buoyancy is the point in a floating body through which the force of
buoyancy is considered to act vertically upwards. It is situated at the geometric centre of
the underwater volume. It's position is denoted by 'B'.
ii) Initial Transverse Metacentre (M) is the point of intersection of the vertical
through B when the vessel is upright and in the slightly inclined positions.
( M may be considered to be a fixed point up to an angle of 15.)
b) List is a stable vessel with a positive GM with the centre of gravity off the centreline.
Loll is an unstable vessel with a negative GM the centre of gravity is on the centreline but
above the Metacentre (M).
February 2022
Section B
4. With reference to ANNEX 1.4 RISK ASSESSMENT FORM provided in The Code of Safe
Complete Worksheet Q4 - Detailed Risk Assessment Form for Working aloft – repair
to radar scanner.


1 Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation,
any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall
be prohibited except when all the following conditions are satisfied:
.4 the instantaneous rate of discharge of oil content does not exceed 30 litres
per nautical mile;

.5 1/30,000 of the total quantity of the particular cargo of which the residue formed a
part; and the tanker has in operation an oil discharge monitoring and control system and a
slop tank arrangement as required by regulations 29 and 31 of this Annex.
Outline TEN duties of the Officer of Watch when keeping the deck watch in port. (10)
- the condition and securing of the gangway, anchor chain and moorings, especially at the
turn of the tide and in berths with a large rise and fall, if necessary, taking measures to
ensure that they are in normal working condition;
- the draught, under-keel clearance and the general state of the ship, to avoid dangerous
listing or trim during cargo handling or ballasting;
- all persons on board and their location, especially those in remote or enclosed spaces;
and

iii. in bad weather, or on receiving a storm warning, take the necessary measures to protect
the ship, persons on board and cargo;
v. in an emergency threatening the safety of the ship, raise the alarm, inform the master,
take all possible measures to prevent any damage to the ship, its cargo and persons on
board, and, if necessary, request assistance from the shore authorities or neighbouring
ships;
vi. be aware of the ship’s stability condition so that, in the event of fire, the shore fire-fighting
authority may be advised of the approximate quantity of water that can be pumped on
board without endangering the ship;
viii. take necessary precautions to prevent accidents or damage when propellers are to be
turned; and
7. With reference to MARPOL 73/78 Annex VI:
(a) List the emissions which are regulated by the convention; (5)
L
(b) Explain the term Emission Control Area (ECA); (6)
(c) State the Emission Control Areas (EMAs) which have been adopted under
the convention; (4)
(d) List FIVE substances which may NOT be incinerated on board ship. (5)
4. (a) (i) Ozone Depleting Substances (ODS),


Emission control area means an area where the adoption of special mandatory
measures for emissions from ships is required to prevent, reduce and control
air pollution from NOx or SOx and particulate matter or all three types of
emissions and their attendant adverse impacts on human health and the
environment.
(c)
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Date of Entry into

Special Areas Adopted # In Effect From
Force
Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American
(SOx, and NOx and 26 Mar 2010 1 Aug 2011 1 Aug 2012
PM)
United States
Caribbean Sea
26 Jul 2011 1 Jan 2013 1 Jan 2014
ECA
(SOx, NOx and PM)
(d) Regulation 16
Shipboard incineration of the following substances shall be prohibited:

1 residues of cargoes subject to Annex I, II or III or related contaminated packing materials;
2 polychlorinated biphenyls (PCBs);
3 garbage as defined by annex V, containing more than traces of heavy metals.
4 refined petroleum products containing halogen compounds.
5 sewage sludge and sludge oil either of which is not generated on board the ship; and.
6 exhaust gas cleaning system residues.
(Any 5 of above)
8. (a) Outline the duties of the Officer of the Watch with respect to passenger and
vehicle driver safety during cargo operations on a Ro-Ro passenger ferry. (18)
(b) State the current MCA guidelines that should be consulted for advice on
the securing of Ro-Ro cargo. (2)
5. (a) (a) Basic duties:-
Supervise movement of vehicles, safe speed, clear signals, and away from
passengers. Segregation of vehicles carrying hazardous cargoes to be as per
stowage plan.

equipment. Brakes to be applied and vehicles in gear.
Lashings as per Cargo Securing Manual (CSM) and Code of Practice (COP).
The OOW is responsible for controlling all the dangers defined in the Code of
Practice and Code of Safe Working Practices (COSWP) Chapter 27 (2015 edition)
which are:-
• The unsatisfactory condition or design of vehicles presented for shipment

e.g. an insufficient number and incorrect positioning of securing points,
securing points of inadequate strength, or an ineffective braking system.
• Cargo badly stowed or inadequately secured in or on freight vehicles.
• Free surface effect in tank vehicles and tank containers which are slack.
• Poorly maintained, inadequately illuminated or badly planned decks.
• Wet decks.
• Insufficient or incorrectly applied lashings or the use of lashing equipment
of the wrong type or of inadequate strength having regard to the mass and
centre of gravity of the vehicle and the weather conditions likely to be
encountered during the voyage.


• Failure to comply with the stowage, segregation and marking requirements
for freight vehicles carrying dangerous goods.
• Inadequate securing arrangements for specialised vehicles, such as track
laying vehicles, high sided freight vehicles, earth moving plant, low
loaders, freight vehicles carrying livestock (especially those with more
than one tier of animals).
(b) Roll-on/Roll-off Ships-Stowage and Securing of Vehicles Code of Practice
9. With reference to the Code of Safe Working Practices for Merchant Seafarers,
state the FIVE steps to be taken to complete a risk assessment. (10)
6. Step 1: identify the hazards

Step 3: evaluate the risks and decide on precautions Having spotted the
hazards, you then have to decide what to do about them. First, look at what
you’re already doing; think about what controls you have in place and how the
work is organised.
Step 4: record your findings and implement them. Putting the results of your
risk assessment into practice will make a difference when looking after people and
your operation.
Step 5: review your risk assessment and update if necessary Few workplaces
stay the same. Sooner or later, you will bring in new equipment, substances and
procedures that could lead to new hazards. It makes sense, therefore, to review what
you are doing on an ongoing basis.

4. With reference to the Code of Safe Working Practices for Merchant Seafarers
(COSWP), Entering Dangerous (Enclosed) Spaces.
(a) Describe THREE different ways in which a space may become oxygen
deficient. (6)
(b) State the action to be taken and outline the emergency rescue arrangements
to be in place in the event of an alarm being raised for an unconscious person during
entry into a dangerous (enclosed) space. (10)
(c) Outline the correct use of an Emergency Escape Breathing Device (EEBD).
(4)
(d) Rusting may have occurred due to oxygen combining with steel.
Oxygen-absorbing chemicals may have been present.
Oxygen-absorbing cargoes may have been carried,
Gases from volatile cargoes may have displaced the oxygen in tanks
Hydrogen may have been produced in a cathodically protected cargo tank
used for ballast.
Oxygen may have been displaced by the use of carbon dioxide or other fire-
extinguishing or preventing media, or inert gas in the tanks or inter-barrier
spaces of tankers or gas carriers.
Nitrogen or another inert gas may have been used to purge tanks.
(e) Should an emergency occur, the general (or crew) alarm should be sounded
so that back-up is immediately available to the rescue team. Under no
circumstances should the attendant enter the space.
If air is being supplied through an airline to the person in the space, a check
should be made immediately that the air supply is being maintained at the
correct pressure.
Once help has arrived, the situation should be evaluated, considering what
rescue equipment is needed, and the rescue plan should be put into
effect. An attendant should remain outside the space at all times to ensure
the safety of those entering the space to undertake the rescue.
Once the casualty is reached, the checking of the air supply must be the first
priority. Unless they are gravely injured, they should be removed from the
dangerous space as quickly as possible.
Self-contained breathing apparatus that is specifically suited for such
applications must be worn. If it is found that it is not possible to enter a
tank wearing a self-contained breathing apparatus, the bottle harness may
be removed and passed through the access but the face mask must
always be worn. Care should be taken to ensure that the harness does not
drop onto or pull on the supply tube and dislodge the face mask.
When entering a space to carry out a rescue, it is important to ensure that the
area adjacent to the space of entry is free from any hazard and cordoned
off accordingly.
In all cases, rescue and resuscitation equipment should be positioned ready
for use at the entrance to the space. A risk assessment should identify
what rescue equipment may be required for the particular circumstances
but, as a minimum, this should include:
appropriate breathing apparatus, with fully charged spare cylinders of air;
lifelines and rescue harnesses;
torches or a lamp (approved for use in a flammable atmosphere, if
appropriate); and
a means of hoisting an incapacitated person from the confined space, if
appropriate
(f) An emergency escape breathing device (EEBD) is not suitable for use by a
rescuer.
This is a supplied air or oxygen device, with a limited supply, designed only to
be used for escape from a compartment that has a hazardous
atmosphere. It should not be worn by a rescuer entering a space to
attempt a rescue of persons in any circumstances.
5. A vessel has entered port and the security level has been set by both the flag
and port states at Level 1.
(a) State the duties of the Officer of the Watch with respect to security at this
level. (10)
(b) List the additional duties if the security level is raised to Level 2. (8)
(c) State the document that should be consulted for details on the procedures to
be followed at the different security levels for this vessel. (2)
(d) Basic duty – control and monitor access to the vessel.

Security Plan for security threat level. Brief gangway watchman on duties,
communications and expected visitors and deliveries.
Ensure checking of identity of all persons boarding by gangway watchman.
Prevent pilferage.
(e) Check SSP for increased measures and consult with Ship’s Security Officer
(f) Ship’s Security Plan
6. A large bulk carrier is in port, loading a solid bulk cargo.
Regular rounds have been taken to ensure that the moorings, a safe means of
access to the vessel and the security of the vessel are adequate. All persons on
board are wearing the correct PPE.
List TEN additional duties of the Officer of the Watch during the loading of this
vessel. (10)
• Monitor the cargo operation to make sure it is proceeding as planned and

detailed in the checklist and loading plan
• Be aware of communication method specified in the ship/shore checklist, and
terminal contact
• Monitor the deballasting operations against the plan, sound ballast tanks to
• Make sure that no damage or stress is caused by cargo loading operations
• Ensure checklist items requiring re-checking are completed
• Check draughts at the end of each pour and agree cargo figures with terminal
• Ensure sheer force and bending moments are not exceeded
• OOW should remain especially vigilant where cargoes are sensitive to water
• Monitor under keel clearance, trim as per loading plan
• Maintain safe movement and access
• Keep vessel safely moored
(b) The reduction/elimination of FSE will:
• increase the Effective Metacentric Height (GM) of the vessel;

• reduce the likelihood that the vessel becomes unstable and develops an
angle of loll when lifting the heavy lift;
• reduce the maximum angle of list caused by the horizontal movement of the
heavy lift due to the larger GMe;
2 a) i) Angle of loll: The angle to which a vessel with a negative initial

metacentric
height will lie at rest in still water. Vessel could be lolled to starboard
or
port dependent on the external force.
ii) Neutral Equilibrium: a vessel is said to be in neutral equilibrium if,

when
inclined to a small angle by an external force, it tends to remain at that
angle.
b) Angle of Loll, the vessel could be possibly inclined after any external
force,
either to port or starboard.
Neutral Equilibrium could be possibly inclined after any external force had
been
applied.
c) i) Approx GM 0.77 m
о
ii) Maximum GZ 0.65m. Angle of max GZ 39
iii) M.S.S = Δ x GZ = 14250 x 0.36 = 5130 tm
d) A stiff vessel has a large GM and large GZ values / righting levers, it

would
have a short rolling period.
A tender vessel would have a small GM and small GZ values / righting
Levers, it would have a long roll period.

3. a) Loadlines are assigned to vessels to ensure that the vessel has sufficient reserve
buoyancy to ensure a certain level of survivability in the event that compartment(s)
are breached.
They act as a visual check that the vessel hasn’t been overloaded for legal reasons.
They can be used to ensure that the maximum has been loaded (where required) for
commercial reasons.
1 a) i) Condition X: Stable, listed vessel
Condition Y: Neutral equilibrium
ii) Curve X: GM 3.90 m
Curve Y: GM 0.00 m
iii) Curve X: Range Positive Stability 4◦ to 76◦ = 72 ◦
Curve Y: Range Positive Stability 6◦ to 48◦ = 42 ◦
b) Vessel X : A Listed vessel when inclined by an external force will tend to return
to the
angle of list. The vessel has a large GM and will have a short, quick
roll period,
the vessel will roll about the angle of list.
Vessel Y: A vessel in neutral equilibrium when inclined by an external force will

remain
at that angle. Beyond 6 degrees the vessel will have a long, slow roll
period.
c) GZ at 35 ◦ freom graph 0.10 m
Righting Moment = Δ x GZ
= 18500 x 0.10
= 1850 t.m
2. a) LCG is the longitudinal centre of gravity. It is the point on the vessel where
the
weight acts vertically downwards, measured from the after perpendicular.
4. With reference to the Code of Safe Working Practices for Merchant Seafarers.
(a) Explain EACH of the following terms:
(i) Hazard. (2)
(ii) Risk. (2)
(b) List the precautions that should be taken before a potentially dangerous
space is entered so as to make it safe for entry without a breathing apparatus and to
ensure it remains safe whilst persons are in the space. (8)
(c) Describe EIGHT duties and responsibilities of the attendant (standby person)
when a potentially dangerous space is to be entered. (8)
(a)
(i) A hazard is a source of potential injury, harm or damage. It may come from many
sources,
e.g. situations, the environment or a human element.
(b)
A competent person should make an assessment of the space and an authorised

officer to take charge of the operation should be appointed, see section 15.2.
The potential hazards should be identified – see section 15.4.
The space should be prepared, vented and secured for entry – see section 15.5.
The atmosphere of the space should be tested – see section 15.6.
A permit to work system should be used – see section 15.7.
Procedures for preparation and entry should be agreed– see sections 15.8 and 15.9.
Emergency procedures should be in place.
15.3.2
(c)
At least one competent person, with appropriate equipment, should be posted to

remain as an attendant at the entrance to the space whilst it is occupied.
15.8.9 An agreed and tested system of communication should be established:
between any person entering the space and the attendant at the entrance; and
between the attendant at the entrance to the space and the officer on watch.
15.8.10 Communication systems should be appropriate to the operation, taking into

consideration whether persons outside the enclosed space have line of sight and, in
the event of loss of consciousness, how much time it would take to reach the
casualty, taking appropriate safety measures.
15.9 Procedures and arrangements during entry
15.9.1 Ventilation should continue during the period that the space is occupied and
during temporary breaks. In the event of a failure of the ventilation system, any
personnel in the space should leave immediately.
15.9.2 The atmosphere should be tested periodically whilst the space is occupied
and personnel should be instructed to leave the space should there be any
deterioration of the conditions. Testing should be carried out more frequently if there
is any possibility of change in the conditions in the space. Should a personal gas
detector give an alarm, everybody should leave the space immediately.
15.9.3 If unforeseen difficulties or hazards develop, the work in the space should be
stopped and everybody should leave the space so that the situation can be re-
assessed. Permits should be withdrawn and only re-issued, with any appropriate
revisions, after the situation has been re-assessed.
15.9.4 If any personnel in a space feel in any way adversely affected, they should
give the pre-arranged signal to the attendant standing by the entrance and
immediately leave the space.
15.9.5 Should an emergency occur, the general (or crew) alarm should be sounded
so that back-up is immediately available to the rescue team. Under no circumstances
should the attendant enter the space.
15.9.6 If air is being supplied through an airline to the person in the space, a check
should be made immediately that the air supply is being maintained at the correct
pressure.
5. A vessel is loading cargo in port.
With reference to the International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers (STCW) Part 5 - Watchkeeping in port:
(a) state the guidelines to be followed when handing over the deck watch; (4)
(b) outline the information to be exchanged between the Officer in charge of the
deck watch and the Relieving Officer. 16)
(a)
96. Officers in charge of the deck or engineering watch shall not hand over the watch
to their relieving officer if they have any reason to believe that the latter is obviously
not capable of carrying out watchkeeping duties effectively, in which case the master
or chief engineer shall be notified accordingly. Relieving officers of the deck or
engineering watch shall ensure that all members of their watch are apparently fully
capable of performing their duties effectively.
(b)
98. Prior to taking over the deck watch, the relieving officer shall be informed by the
officer in charge of the deck watch as to the following:
i. the depth of the water at the berth, the ship’s draught, the level and time of high
and low waters; the securing of the moorings, the arrangement of anchors and the
scope of the anchor chain, and other mooring features important to the safety of the
ship; the state of main engines and their availability for emergency use;
ii. all work to be performed on board the ship; the nature, amount and disposition of
cargo loaded or remaining, and any residue on board after unloading the ship;
iii. the level of water in bilges and ballast tanks;
iv. the signals or lights being exhibited or sounded;
v. the number of crew members required to be on board and the presence of any
other persons on board;
vi. the state of fire-fighting appliances;
vii. any special port regulations;
viii. the master’s standing and special orders;
ix. the lines of communication available between the ship and shore personnel,
including port authorities, in the event of an emergency arising or assistance being
required;
x. any other circumstances of importance to the safety of the ship, its crew, cargo or
protection of the environment from pollution; and
xi. the procedures for notifying the appropriate authority of any environmental
pollution resulting from ship activities.
6. A container vessel is in port.
a. State the immediate actions to be taken by the Officer of the Watch on deck
after discovering a fire in a cargo hold. (5)
b. With reference to the International Maritime Dangerous Goods (IMDG) Code,
outline the information provided on a Fire Schedule in the EmS Guide (Emergency
Schedule). (5)
(a)
Stop operations
Sound the alarm
Evacuate the hold
Headcount of crew and stevedores
Arrange assistance for injured
Assess nature of fire and cargo in an area
Update the Master
(b)
After the schedule letter there is a description of the group covered by the schedule.
The entries are then General comments, Cargo on fire on deck, split into packages,
and transport units, Cargo on fire under deck, Cargo exposed to fire, and special
cases.
Dec 2022 Paper 95 Answers
1 a) Archimedes' principle states that the upward buoyant force that is exerted
on a body
immersed in a fluid, whether fully or partially, is equal to the weight of the

fluid that
the body displaces.
1b) i) Definition: Freeboard is the distance from the freeboard deck to the
waterline.
The freeboard deck is the uppermost continuous deck.
ii) Definition: Coefficient of the Waterplane Area is the ratio between the
actual
waterplane area AW and that of a rectangle of the same extreme

dimensions.
2 a) Stage 1: when weight is lifted from quay, ships centre of Gravity ‘G’ will
move
towards the cranes head, up and to starboard. The vessel will list
to
starboard and the metacentric height (GM) will decrease.
Stage 2: when the crane is slewed to port on centreline, ships centre of

Gravity ‘G’
will move to port and be on centreline. The vessel will have no
list, become
upright and the metacentric height (GM) will stay the same.
Stage 3: when the crane is slewed to further to port, ships centre of Gravity
‘G’
will move to port. The vessel will list to port, metacentric height
(GM) will
stay the same.
Stage 4: when the weight is loaded in the lower hold, ships centre of Gravity
‘G’
will move to downwards. The vessels will list to port will reduce,
metacentric
height (GM) will increase.
b) The largest list will be when the weight is lifted from the quayside to
starboard. It is
important to keep free surface effect to a minimum as free surface effect

is a virtual
rise of gravity and the more free surface then the smaller the GM would
be. As
Tan List = GGh then the smaller the GM then the larger the angle of list.
GM
So it is important to minimize free surface when we pick up the weight to

starboard
so the angle of list is not too large.

4. With reference to the International Safety Management Code:
(a) State the objectives of the Code; (4)

(b) State FIVE functional requirements of a Safety Management System. (10)
(c) During an onboard fire drill, a fire alarm system failure occurs.
State, giving reasons, the type of non-conformity this is . (6)
5. (a) The objectives of the Code are to ensure safety at sea, prevention of
human injury or loss of life, and avoidance of damage to the environment, in
particular, to the marine environment, and to property.
Every Company should develop, implement and maintain a Safety

Management System (SMS) which includes the following functional
requirements:
• instructions and procedures to ensure safe operation of ships and

protection of the environment in compliance with relevant international and
flag State legislation;
• defined levels of authority and lines of communication between, and

amongst, shore and shipboard personnel;
• procedures for reporting accidents and non-conformities with the

provisions of this Code;
(pick 5 of 6)
(c) Major non-conformity means an identifiable deviation that poses a serious

threat to the safety of personnel or the ship or a serious risk to the environment that
Example
regulations.
Objective Evidence
The fire alarm system failure occurs
5, The INTERNATIONAL MARITIME PILOTS ASSOCIATION provides details for the

boarding arrangements to be provided by the shipfor pilots boarding from a pilot
boat.
A ship is at anchor and preparations are being made by the OOW for proceding into
port.
Describe the requirements for safe pilot access that must be complied with, when no
side shell door is available and the pilot is to board from a boat.
The ship’s freeboard exceeds nine metres. (20)
The rigging of the pilot transfer arrangements and the embarkation of a pilot
shall be supervised by a responsible officer having means of communication
with the navigation bridge and who shall also arrange for the escort of the pilot
by a safe route to and from the navigation bridge. Personnel engaged in
rigging any equipment shall be instructed in the safe procedures to be
adopted and the equipment shall be tested prior to use.
disembark pilots by means of the accommodation ladder, or other equally safe
and convenient means in conjunction with a pilot ladder, the ship shall carry
such equipment on each side, unless the equipment is capable of being
transferred for use on either side.
The accommodation ladder shall be sited leading aft. When in use, means
shall be provided to secure the lower platform of the accommodation ladder to
the ship's side, so as to ensure that the lower end of the accommodation
ladder and the lower platform are held firmly against the ship's side within the
parallel body length of the ship and, as far as is practicable, within the mid-
ship half-length and clear of all discharges. The accommodation ladder shall
be at an angle of no more than 45o.

provided to secure the pilot ladder and manropes to the ship's side at a point
of nominally 1.5 m above the bottom platform of the accommodation ladder.
In the case of a combination arrangement using an accommodation ladder

with a trapdoor in the bottom platform (i.e. embarkation platform), the pilot
ladder and man ropes shall be rigged through the trapdoor extending above
the platform to the height of the handrail.
Means shall be provided to ensure safe, convenient and unobstructed passage

for any person embarking on, or disembarking from, the ship between the
head of the pilot ladder, or of any accommodation ladder or other appliance,
and the ship's deck. Where such passage is by means of:
• a gateway in the rails or bulwark, adequate handholds shall be provided;
• a bulwark ladder, two handhold stanchions rigidly secured to the ship's

structure at or near their bases and at higher points shall be fitted. The
bulwark ladder shall be securely attached to the ship to prevent
overturning.
The following associated equipment shall be kept at hand ready for immediate
use when persons are being transferred:
• two man-ropes of not less than 28 mm and not more than 32 mm in

diameter properly secured to the ship if required by the pilot; man-ropes
shall be fixed at the rope end to the ring plate fixed on deck and shall be
ready for use when the pilot disembarks, or upon request from a pilot
approaching to board (the manropes shall reach the height of the
stanchions or bulwarks at the point of access to the deck before
terminating at the ring plate on deck);
• a lifebuoy equipped with a self-igniting light;
• a heaving line
Adequate lighting shall be provided to illuminate the transfer arrangements

overside, and the position on deck where a person embarks or disembarks.
7. Describe the purpose and legal status of the following publications:
(d) Code of Safe Working Practices for Merchant Seafarers;
(e) Marine Guidance Notes (MGNs);
(f) Merchant Shipping Notices (MSNs).
(a) PURPOSE Guidance and best practice in complying with UK Health and Safety
Regulations.
Compliance with the ISM Code complements compliance with existing health and
safety regulations and use of the guidance in this Code. For example,
• The ISM Code requires that the Company’s Safety Management System should
“ensure that applicable codes, guidelines and standards recommended by the
Administration” are taken into account. This Code is one such “applicable code”, and
an ISM audit may consider how the guidance it contains has been implemented.
(b) Marine Guidance Notes (MGNs) provide guidance on the interpretation of

the law, recommendations on best practice and general safety advice. Although only
advice the advice should be incorporated into a ship’ SMS
(c) MSN; Merchant Shipping Notice MSNs contain the technical detail of
regulations called ‘statutory instruments’ (SIs). This is mandatory information and
must be complied with under UK legislation.
4. With reference to the Code of Safe Working Practices for Merchant Seafarers as
amended:
(c) Prior to entering a dangerous (enclosed) space, list the gases to be

checked for using the vessel’s atmosphere-testing equipment. (4)
(d) A ballast tank on an oil tanker has been opened and entered for inspection.
All precautions prior to entering the space have been completed.
State the procedures and arrangements to be complied with while
the tank inspection is being carried out. (16)
(c) 15.6.1 From January 2016, ships are required to carry atmosphere-
testing equipment. This must be capable of measuring concentrations
of oxygen, flammable gases or vapours, hydrogen sulphide and
carbon monoxide prior to entry.
(d) 15.9 Procedures and arrangements during entry

15.9.1 Ventilation should continue during the period that the space is
occupied and during temporary breaks. In the event of a failure of the
ventilation system, any personnel in the space should leave immediately.
15.9.2 The atmosphere should be tested periodically whilst the space is

occupied, and personnel should be instructed to leave the space should
there be any deterioration of the conditions. Testing should be carried out
more frequently if there is any possibility of change in the conditions in
the space. Should a personal gas detector give an alarm, everybody
should leave the space immediately.
15.9.3 If unforeseen difficulties or hazards develop, the work in the space

should be stopped and everybody should leave the space so that the
situation can be re-assessed. Permits should be withdrawn and only re-
issued, with any appropriate revisions, after the situation has been re-
assessed.
15.9.4 If any personnel in a space feel in any way adversely affected, they
should give the pre-arranged signal to the attendant standing by the
entrance and immediately leave the space.
15.9.5 Should an emergency occur, the general (or crew) alarm should be
sounded so that back-up is immediately available to the rescue team.
Under no circumstances should the attendant enter the space.
15.9.6 If air is being supplied through an airline to the person in the space,
a check should be made immediately that the air supply is being
maintained at the correct pressure.
5. (a) With reference to the Code of Safe Working Practices for Merchant
Seafarers, outline the general principles to be observed with respect to safe
movement on board ship. (10)
(b) While rigging a pilot ladder, a seafarer falls overboard.
State the immediate actions to be taken by the Officer of the Watch (5)
11.2.1 All deck surfaces used for transit about the ship and all passageways,
walkways and stairs should be properly maintained and kept free from
substances liable to cause a person to slip or fall.
11.2.2 For areas used for transit, loading or unloading of cargo or for other
work processes, an adequate level of lighting should be provided. Further
guidance is in section 11.5 and in Annex 11.2 to this chapter.
11.2.3 The Company, employer and master are also responsible for ensuring
that any permanent safety signs providing information for those moving
around the ship comply with the regulations and merchant shipping
notice.
S.I. 2001/3444, MGN 556(M+F) Amendment 1

11.2.4 Any opening, open hatchway or dangerous edge into, through or over
which a person may fall should be fitted with secure guards or fencing of
adequate design and construction. Advice on guardrails and safety
fencing is given in section 11.6. These requirements do not apply where
the opening is a permanent access way or where work is in progress that
could not be carried out with the guards in place.
11.2.5 The ship’s powered vehicles (including mobile lifting equipment) may
only be driven by a competent, authorised person who is able to ensure
that they are used safely. Such vehicles must be properly maintained.
11.3 Drainage
11.3.1 Decks that need to be washed down frequently, or are liable to become
wet and slippery, should be provided with an effective means of draining
water away. Apart from any open deck, these places include the galley, the
ship’s laundry and the washing and toilet accommodation.
11.3.2 Drains and scuppers should be regularly inspected and properly

maintained.
11.3.3 Where drainage is by way of channels in the deck, these should be

suitably covered.
11.3.4 Duck boards, where used, should be soundly constructed and designed
and maintained so as to prevent accidental tripping.
11.4 Transit areas
11.4.1 Where necessary for safety, walkways on decks should be clearly

marked, e.g. by painted lines or other means. Where a normal transit area
becomes unsafe to use for any reason, the area should be closed until it
can be made safe again.
11.4.2 Transit areas should where practicable have slip-resistant surfaces.

Where an area is made slippery by snow, ice or water, sand or some other
suitable substance should be spread over the area. Spillages of oil or
grease, etc. should be cleaned up as soon as possible.
11.4.3 When rough weather is expected, lifelines should be rigged securely

across open decks.
11.4.4 Gratings in the deck should be properly maintained and kept closed
when access to the space below is not required.
11.4.5 Permanent fittings that may cause hazards to movement (e.g. pipes,
single steps, framing, door arches, and top and bottom rungs of ladders)
should be made conspicuous by the use of contrasting coloured,
marking, lighting or signage. Temporary obstacles can also be hazardous
and, if they are to be there for some time, they should be marked by
appropriate warning signs.
11.4.6 When at sea, any gear or equipment stowed to the side of a passageway
or walkway should be securely fixed or lashed against the movement of
the ship.
11.4.7 Litter and loose objects (e.g. tools) should not be left lying around.
Wires and ropes should be stowed and coiled so as to minimise
obstruction.
11.4.8 Particular attention should be given to areas to which shore-based

workers and passengers have access, especially on deck, as they will be
less familiar with possible hazards.
11.4.9 When deck cargo is being lashed and secured, special measures may be
needed to ensure safe access to the top of, and across, the cargo.
11.5 Lighting
11.5.1 The level of lighting should be such as to enable obvious damage to, or
leakage from, packages to be seen. When there is a need to read labels, or
container plates, or to distinguish colours, the level of lighting should be
adequate to allow this or other means of illumination should be provided.
11.5.2 Lighting should be reasonably constant and arranged to minimise glare,
dazzle and the formation of deep shadows and sharp contrasts in the
level of illumination between one area and another.
11.5.3 Where visibility is poor (e.g. due to fog, clouds of dust, or steam), which
could lead to an increase in the risks of accidents occurring, the level of
lighting should be adjusted accordingly to maintain consistent and
adequate illumination.
11.5.4 Lighting facilities should be properly maintained. Broken or defective

lights should be reported to the responsible person and repaired as soon
as practicable.
11.5.5 Before leaving an illuminated area or space, a check should be made

that there are no other persons remaining within that space before
switching off or removing lights.
11.5.6 Unattended openings in the deck should either be kept illuminated or be

properly or safely closed before lights are switched off.
11.5.7 When portable or temporary lights are in use, the light supports and
leads should be arranged, secured or covered so as to prevent a person
tripping, being hit by moving fittings or walking into cables or supports.
Any slack in the leads should be stowed so as not to create a trip hazard.
The leads should be kept clear of possible causes of damage (e.g.
running gear, moving parts of machinery, equipment and loads). If they
pass through doorways, the doors should be secured open. Leads should
not pass through doors in watertight bulkheads or fire door openings
when the ship is at sea. Portable lights should never be lowered or
suspended by their leads.
11.5.8 Where portable or temporary lighting has to be used, fittings and leads
should be suitable and safe for the intended usage. To avoid risks of
electric shock from mains voltage, the portable lamps used in damp or
humid conditions should be of low voltage, preferably 12 volts, or other
suitable precautions should be taken.
11.6 Guarding of openings

11.6.1 Hatchways that are open for handling cargo or stores, through which
persons may fall or on which they may trip, should be closed as soon as
work stops, except during short interruptions or where they cannot be
closed without prejudice to safety or mechanical efficiency because of the
heel or trim of the ship.
11.6.2 The guardrails or fencing should have no sharp edges and should be
properly maintained. Where necessary, locking devices and suitable stops
or toe-boards should be provided. Each course of rails should be kept
substantially horizontal and taut throughout their length.
11.6.3 Guardrails or fencing should consist of an upper rail at a height of 1

metre and an intermediate rail at a height of 0.5 metres. The rails may
consist of taut wire or taut chain.
11.6.4 For small motor craft up to 24 metres length of hull, equivalence can be
applied for showing compliance with ISO 15085:2003 Small craft – Man-
overboard prevention and recovery. Compliance with ISO 15085:2003 can
be accepted in lieu of the 1 metre guard rail height requirement.
ISO 15085:2003
11.6.5 Where the opening is a permanent access way, or where work is in

progress which could not be carried out with the guards in place, guards
do not have to be fitted during short interruptions in the work (e.g. for
meals), although warning signs should be displayed where the opening is
a risk to other persons.
11.7 Watertight doors
11.7.1 Watertight doors can inflict serious injury if their operation is not carried
out correctly. Therefore, all seafarers who would have occasion to use
any watertight doors
should be instructed in their safe operation. Seafarers who have not been
instructed in their use should not under any circumstance operate them
until such training has been given. Training records should be kept. Doors
should always be operated in accordance with local instructions.
MGN 35(M+F) Amendment 1
11.7.2 Class D watertight doors must always be kept closed during navigation.
11.7.3 Class C watertight doors may be opened during navigation to permit the
passage of passengers or crew. The door must be immediately closed
when transit through the door is complete.
11.7.4 Class B watertight doors may be opened during navigation when

necessary for work in the immediate vicinity of the door. The door must
be immediately closed when that work is finished.
11.7.5 Class A watertight doors are permitted by the administration to remain

open during navigation. In all cases, if a watertight door is found closed it
may automatically close after being opened manually so extra care must
be taken.
11.7.6 Any class of watertight door may be put into bridge operation mode. If
opened locally under these circumstances the door will reclose
automatically with a force sufficient to crush anyone in its path as soon
as the local control has been released. It is safest to treat doors as if they
are in this mode at all times.
11.7.7 The local controls are positioned on each side of the door so that a
person passing through may open the door and then reach to the other
control to keep the door in the open position until transit is complete. As
both hands are required to operate the controls, no seafarer should
attempt to carry any load through the door unassisted. If it is necessary to
carry anything through a watertight door in these circumstances another
person should be employed to assist.
11.7.8 Notices clearly stating the method of operation of the local controls
should be prominently displayed on both sides of each watertight door.
11.7.9 No one should attempt to pass through a watertight door when it is

closing and/or the warning bell is sounding. In all cases, seafarers should
wait until the door is fully open before attempting to pass through it.
11.7.11 When reading this advice, note should be made of the content of
marine guidance note MGN 35(M+F) Amendment 1, Accidents when using
power-operated watertight doors.
(b) Raise the alarm, throw a lifebuoy to the person, or close by to mark the
position. Consider putting an embarkation ladder down near the person if
possible, prepare the rescue boat. If there are small vessels nearby, signal
to them to assist. Update the Master on the situation.
6. A general cargo vessel is in port for loading operations.
Outline the duties of the Officer of the Watch with respect to security, which is
set at Level 1.
Basic duty – control and monitor access to the vessel.
Ensure the gangway watch is being performed in accordance with

Ship’s Security Plan for security threat level.
Brief gangway watchman on duties, communications and expected

visitors and deliveries.

watchman. Ensure baggage checks are performed as required.
Gangway watch to keep record of persons on board, be aware of

persons expected as notified.
Ensure restricted areas are secured, visually check locks and seals on
rounds.
Keep lookout for vessels attempting to come alongside. Be aware of

communications with PFSO.
Prevent pilferage.
February 2022
Section B
4. With reference to ANNEX 1.4 RISK ASSESSMENT FORM provided in The Code
of Safe
Complete Worksheet Q4 - Detailed Risk Assessment Form for Working aloft – repair
to radar scanner.



regulation, any discharge into the sea of oil or oily mixtures from the cargo area of an
oil tanker shall be prohibited except when all the following conditions are satisfied:
.4 the instantaneous rate of discharge of oil content does not exceed 30

litres per nautical mile;
.5 1/30,000 of the total quantity of the particular cargo of which the residue
formed a part; and the tanker has in operation an oil discharge monitoring and
control system and a slop tank arrangement as required by regulations 29 and 31 of
this Annex.
Outline TEN duties of the Officer of Watch when keeping the deck watch in port. (10)

- the condition and securing of the gangway, anchor chain and moorings, especially
at the turn of the tide and in berths with a large rise and fall, if necessary, taking
measures to ensure that they are in normal working condition;
spaces; and
iii. in bad weather, or on receiving a storm warning, take the necessary measures to
protect the ship, persons on board and cargo;
master, take all possible measures to prevent any damage to the ship, its cargo and
persons on board, and, if necessary, request assistance from the shore authorities or
neighbouring ships;
vi. be aware of the ship’s stability condition so that, in the event of fire, the shore fire-
fighting authority may be advised of the approximate quantity of water that can be
pumped on board without endangering the ship;
viii. take necessary precautions to prevent accidents or damage when propellers are
to be turned; and
r

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CLASSIFICATION: 3 - Confidential

4. With reference to the International Safety Management Code:

(a) State the objectives of the Code;

(b) State FIVE functional requirements of a Safety Management System.

State, giving reasons, the type of non-conformity this is .

(b) Functional requirements for a Safety Management System (SMS)

Every Company should develop, implement and maintain a Safety

• a safety and environmental protection policy;

• instructions and procedures to ensure safe operation of ships and

• defined levels of authority and lines of communication between, and

• procedures for reporting accidents and non-conformities with the

• procedures to prepare for and respond to emergency situations;

SQA Stability and Operations Past Papers 1 16/07/2018

No 70 July 2018 APR & PE

• procedures for internal audits and management reviews.

(c) Major non-conformity means an identifiable deviation that poses a serious

The fire alarm system failure occurs

5, The INTERNATIONAL MARITIME PILOTS ASSOCIATION provides details

The ship’s freeboard exceeds nine metres.

The rigging of the pilot transfer arrangements and the embarkation of a

No 70 July 2018 APR & PE

When a combination arrangement is used for pilot access, means shall be

In the case of a combination arrangement using an accommodation ladder

Means shall be provided to ensure safe, convenient and unobstructed

SQA Stability and Operations Past Papers 3 16/07/2018

No 70 July 2018 APR & PE

• a gateway in the rails or bulwark, adequate handholds shall be

• a bulwark ladder, two handhold stanchions rigidly secured to the

The following associated equipment shall be kept at hand ready for

• two man-ropes of not less than 28 mm and not more than 32 mm in

• a lifebuoy equipped with a self-igniting light;

Adequate lighting shall be provided to illuminate the transfer

6. Describe the purpose and legal status of the following publications:

(a) Code of Safe Working Practices for Merchant Seafarers;

(b) Marine Guidance Notes (MGNs);

(c) Merchant Shipping Notices (MSNs).

No 70 July 2018 APR & PE

(b) Marine Guidance Notes (MGNs) provide guidance on the interpretation

4. With reference to the Code of Safe Working Practices for Merchant

(a) Prior to entering a dangerous (enclosed) space, list the gases to be

State the procedures and arrangements to be complied with while

No 70 July 2018 APR & PE

the tank inspection is being carried out.

(b) 15.9 Procedures and arrangements during entry

15.9.2 The atmosphere should be tested periodically whilst the space

15.9.3 If unforeseen difficulties or hazards develop, the work in the

15.9.4 If any personnel in a space feel in any way adversely affected,

SQA Stability and Operations Past Papers 6 16/07/2018

No 70 July 2018 APR & PE

15.9.6 If air is being supplied through an airline to the person in the

(b) While rigging a pilot ladder, a seafarer falls overboard.

S.I. 2001/3444, MGN 556(M+F) Amendment 1

11.2.4 Any opening, open hatchway or dangerous edge into, through or

No 70 July 2018 APR & PE

fencing of adequate design and construction. Advice on guardrails

11.2.5 The ship’s powered vehicles (including mobile lifting equipment)

11.3.1 Decks that need to be washed down frequently, or are liable to