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NIMASA STCW MSA study materials
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NIMASA STCW MSA practice questions

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Question 1Navigation and Watchkeeping (STCW Chapter II)

Under STCW, what is the minimum period of approved seagoing service required before a candidate may be certified as an officer in charge of a navigational watch on ships of 500 GT or more?

  1. 6 months of simulator training only
  2. 12 months as part of an approved training programme including approved onboard training Correct answer.
  3. 36 months of watchkeeping service on any type of vessel
  4. 24 months as a deck cadet without a training record book

Explanation

STCW Regulation II/1 requires at least 12 months of approved seagoing service as part of an approved training programme that includes approved onboard training documented in a training record book. Shorter simulator-only or unrecorded service does not satisfy the requirement.

Question 2Navigation and Watchkeeping (STCW Chapter II)

A vessel is proceeding in a narrow channel. Which action best complies with the Collision Regulations as applied during a navigational watch?

  1. Navigate along the centreline to maximise under-keel clearance
  2. Anchor immediately whenever another vessel is sighted ahead
  3. Keep to the port side so meeting traffic passes starboard-to-starboard
  4. Keep as near to the outer limit of the channel on her starboard side as is safe and practicable Correct answer.

Explanation

Rule 9 requires a vessel in a narrow channel to keep as near to the outer limit on her starboard side as is safe and practicable. This keeps opposing traffic separated and predictable. Centreline navigation and port-side keeping create risk of collision.

Question 3Navigation and Watchkeeping (STCW Chapter II)

During a watch, visibility deteriorates rapidly and the vessel enters fog. Which immediate action does the officer of the watch take?

  1. Reduce speed to a safe level, sound the prescribed fog signals and post a lookout Correct answer.
  2. Alter course sharply to port to clear the shipping lane
  3. Maintain speed to keep the passage schedule and inform the master later
  4. Switch off the radar to avoid clutter and rely on the echo sounder

Explanation

On entering restricted visibility the OOW must reduce speed to a safe level, comply with Rule 19 and sound the appropriate fog signals, and ensure a proper lookout is posted. The master is informed as soon as practicable. Radar remains a key aid and should not be switched off.

Question 4Navigation and Watchkeeping (STCW Chapter II)

What is the primary purpose of the bridge navigational watch alarm system (BNWAS)?

  1. To control the autopilot's heading settings
  2. To monitor bridge activity and alert the master or another officer if the OOW becomes incapacitated Correct answer.
  3. To record the vessel's position automatically in the logbook
  4. To provide collision avoidance recommendations

Explanation

The BNWAS monitors activity on the bridge through periodic reset inputs and escalates alarms to the master or backup officer if the watchkeeper fails to respond. It is a safety net against incapacitation, not a navigation or collision-avoidance tool.

Question 5Navigation and Watchkeeping (STCW Chapter II)

Which document must the officer of the watch complete when a navigational incident or near miss occurs during the watch?

  1. A verbal report at the end of the voyage
  2. A message to the charterer's agent
  3. An informal note left for the next watchkeeper only
  4. A factual entry in the official logbook and a report to the master Correct answer.

Explanation

Incidents and near misses must be recorded factually in the official logbook and reported promptly to the master so that investigations and statutory notifications can follow. Verbal or informal notes are insufficient for legal and safety purposes.

Question 6Navigation and Watchkeeping (STCW Chapter II)

A power-driven vessel underway in clear visibility sees another power-driven vessel fine on her port bow, with risk of collision. What is the correct action?

  1. Maintain course and speed and sound one short blast
  2. Reduce speed and alter course to port
  3. Alter course to port and increase speed to pass ahead
  4. Alter course to starboard and pass astern of the other vessel Correct answer.

Explanation

Under Rule 15, when two power-driven vessels are crossing so as to involve risk of collision, the vessel that has the other on her own port side is the give-way vessel. She should normally alter course to starboard and avoid crossing ahead.

Question 7Navigation and Watchkeeping (STCW Chapter II)

The officer of the watch is handed a position fix and notes the vessel is 0.8 nautical miles to port of the planned track in a coastal passage. What is the most appropriate first response?

  1. Immediately order hard starboard and full speed
  2. Stop the engine and await instructions from the master
  3. Log the deviation and take no action until the next waypoint
  4. Assess the cause, verify the fix and apply a controlled alteration to regain the track Correct answer.

Explanation

A small cross-track error should first be verified and its cause understood, then corrected by a controlled alteration so the vessel regains the planned track safely. Drastic manoeuvres or inaction are both inappropriate.

Question 8Navigation and Watchkeeping (STCW Chapter II)

When using parallel index lines on radar for position monitoring, what is the principal advantage?

  1. It determines the set and drift of the tidal stream
  2. It replaces the need for an electronic position fixing system
  3. It measures the true bearing of distant landfalls
  4. It provides a quick continuous check of cross-track distance from a planned track Correct answer.

Explanation

Parallel index lines allow the OOW to monitor cross-track distance continuously against a charted track without plotting fixes each time. They supplement, but never replace, primary position fixing.

Question 9Navigation and Watchkeeping (STCW Chapter II)

Which statement correctly describes the STCW rest hour requirements for a watchkeeper on a vessel on an international voyage?

  1. A minimum of 12 hours of rest in any 24-hour period and 84 hours in any 7-day period
  2. A minimum of 6 hours of rest in any 24-hour period and 42 hours in any 7-day period
  3. A minimum of 10 hours of rest in any 24-hour period and 77 hours in any 7-day period Correct answer.
  4. A minimum of 8 hours of rest in any 24-hour period and 56 hours in any 7-day period

Explanation

STCW Regulation VIII/1 and the associated Code require at least 10 hours of rest in any 24-hour period and 77 hours in any 7-day period. The 24-hour rest may be divided into no more than two periods, one of at least 6 hours.

Question 10Navigation and Watchkeeping (STCW Chapter II)

A vessel is overtaking another in a narrow channel. Which rule governs the overtaking vessel's obligation?

  1. The vessel being overtaken must alter course to allow passage
  2. The overtaking vessel may pass on either side without signalling
  3. The overtaking vessel must keep clear of the vessel being overtaken until finally past and clear Correct answer.
  4. Both vessels must alter course to starboard simultaneously

Explanation

Rule 13 makes the overtaking vessel the give-way vessel and requires her to keep clear until finally past and clear. The vessel being overtaken must hold her course and speed. Sound signals under Rule 34 apply in narrow channels.

Question 11Navigation and Watchkeeping (STCW Chapter II)

During an ECDIS-based watch, the OOW notices the safety contour is set deeper than the vessel's maximum draught. What is the consequence?

  1. The radar overlay will be disabled
  2. The vessel's position will be plotted inaccurately
  3. The ECDIS will automatically correct the contour to the draught
  4. The safety contour may fail to warn of shoal water that is actually dangerous to the vessel Correct answer.

Explanation

The safety contour must be set to a value that reflects the vessel's draught plus an appropriate safety margin. If it is set too deep, shallower but still hazardous depths may not trigger alarms, reducing the system's protective value.

Question 12Navigation and Watchkeeping (STCW Chapter II)

A vessel is approaching a traffic separation scheme from a direction not covered by the scheme's lanes. What does Rule 10 require?

  1. Anchor at the lane entrance until a gap appears
  2. Join the lane at any convenient angle to save distance
  3. Cross the scheme only at night with the master on the bridge
  4. Cross on a heading as nearly as practicable at right angles to the general direction of traffic flow Correct answer.

Explanation

Rule 10 requires a vessel crossing traffic lanes to do so on a heading as nearly as practicable at right angles to the general direction of traffic flow. This minimises time in the lane and exposure to traffic.

Question 13Navigation and Watchkeeping (STCW Chapter II)

What is the correct action when the officer of the watch is in doubt about a navigational hazard or the vessel's position?

  1. Continue at full speed while investigating the discrepancy
  2. Hand over the watch to the helmsman
  3. Wait until the next scheduled position fix before acting
  4. Call the master without delay and take immediate precautions for safety Correct answer.

Explanation

STCW and good practice require the OOW to call the master without delay whenever in doubt about position, course or a hazard, and to take immediate precautions such as reducing speed. Delay or delegation to unqualified personnel is unacceptable.

Question 14Navigation and Watchkeeping (STCW Chapter II)

A vessel is at anchor in a roadstead with a strong tidal stream and variable wind. Which monitoring practice best ensures the anchor does not drag?

  1. Take regular fixes and bearings of fixed landmarks to detect drift, cross-checked with the anchor alarm Correct answer.
  2. Rely solely on the anchor chain's catenary to hold the vessel
  3. Reduce the anchor watch to a single check per watch
  4. Switch off the GPS to avoid false alarms

Explanation

Anchor dragging is detected by taking regular visual or electronic fixes and bearings of fixed objects over time and comparing them, supported by an anchor alarm. A single check or reliance on chain catenary alone is inadequate.

Question 15Navigation and Watchkeeping (STCW Chapter II)

Which of the following best describes the officer of the watch's responsibility for the vessel's course and speed while the master is below?

  1. The OOW may not alter course or speed under any circumstances
  2. The OOW must consult the chief engineer before any alteration
  3. The OOW remains responsible for the safe navigation of the vessel and may alter course and speed as necessary Correct answer.
  4. The OOW may leave the bridge if the autopilot is engaged

Explanation

The OOW is responsible for the safe navigation of the vessel at all times and has authority to alter course and speed as needed for safety, informing the master as appropriate. The OOW must never leave the bridge unattended.

Question 16Navigation and Watchkeeping (STCW Chapter II)

A vessel is in a head-on situation with another power-driven vessel at night. Which lights confirm the other vessel is approaching head-on?

  1. Only the stern light
  2. Both sidelights and both masthead lights visible Correct answer.
  3. Only the red sidelight and one masthead light
  4. Only the green sidelight and stern light

Explanation

In a head-on situation both sidelights and both masthead lights are visible, indicating reciprocal courses. Seeing only one sidelight indicates a crossing situation.

Question 17Navigation and Watchkeeping (STCW Chapter II)

During a watch in coastal waters, the OOW observes a vessel showing two red lights in a vertical line at night. What does this indicate?

  1. A vessel constrained by her draught
  2. A vessel engaged in fishing
  3. A vessel not under command Correct answer.
  4. A vessel at anchor

Explanation

Two red lights in a vertical line at night indicate a vessel not under command under Rule 27. Other statuses use different combinations, such as three all-round red lights for a vessel constrained by draught.

Question 18Navigation and Watchkeeping (STCW Chapter II)

A vessel using a routeing system is required to use which source of information for the system's details?

  1. The vessel's own passage plan only
  2. Verbal reports from other vessels in the area
  3. The relevant nautical charts and publications describing the adopted routeing measures Correct answer.
  4. The engine room logbook

Explanation

Routeing system details are published on charts and in nautical publications such as sailing directions and notices to mariners. Relying on other vessels' reports or the passage plan alone is not sufficient.

Question 19Navigation and Watchkeeping (STCW Chapter II)

Which action should the officer of the watch take when a pilot has embarked and is conning the vessel?

  1. Reduce the lookout to a single person
  2. Leave the bridge to complete paperwork
  3. Hand over full responsibility for the vessel to the pilot
  4. Continue to monitor the vessel's navigation and support the pilot while retaining responsibility for the safe navigation of the vessel Correct answer.

Explanation

The presence of a pilot does not relieve the master or OOW of responsibility for the safe navigation of the vessel. The OOW must continue to monitor the vessel's progress and support the pilot, keeping a proper lookout.

Question 20Navigation and Watchkeeping (STCW Chapter II)

In determining safe speed under Rule 6, which factor is specifically required to be taken into account?

  1. Only the time of day
  2. The state of visibility, traffic density and the vessel's manoeuvring characteristics Correct answer.
  3. Only the master's standing orders
  4. Only the vessel's engine power

Explanation

Rule 6 lists factors including visibility, traffic density, manoeuvrability, stopping distance, background light, and the state of wind, sea and current. Considering only one factor is insufficient.

Question 21Navigation and Watchkeeping (STCW Chapter II)

A vessel's ECDIS is displaying a route with a leg that crosses a charted isolated danger symbol inside the safety contour. What is the most appropriate action before the vessel proceeds?

  1. Increase speed to pass the danger quickly
  2. Amend the route to keep a safe distance from the danger and verify the safety settings Correct answer.
  3. Turn off the safety contour display to remove the warning
  4. Rely on the look-out to sight the danger visually

Explanation

A route crossing a charted danger inside the safety contour is unsafe and must be amended before proceeding. Safety settings should be verified to ensure alarms are effective. Visual lookout or speed changes do not correct a defective passage plan.

Question 22Navigation and Watchkeeping (STCW Chapter II)

Two power-driven vessels are crossing with risk of collision, and the stand-on vessel observes the give-way vessel is not taking appropriate action. At what point may the stand-on vessel take action?

  1. Only after a collision has occurred
  2. Only when the master is on the bridge
  3. When it becomes apparent the give-way vessel is not taking appropriate action, she may take action to avoid collision Correct answer.
  4. Only after the give-way vessel sounds five short blasts

Explanation

Rule 17 allows the stand-on vessel to take action as soon as it becomes apparent the give-way vessel is not taking appropriate action. If the vessels are so close that collision cannot be avoided by the give-way vessel alone, the stand-on vessel shall take the best action to avoid collision.

Question 23Navigation and Watchkeeping (STCW Chapter II)

A vessel is navigating in an area where the charted depth datum and the vessel's draught leave a small under-keel clearance. Which combination of factors most affects the decision on safe speed and route?

  1. The colour of the charted buoys
  2. The vessel's paint scheme
  3. Squat, tidal height and the predicted under-keel clearance Correct answer.
  4. The number of crew on deck

Explanation

Squat reduces under-keel clearance as speed increases, and tidal height changes the available depth. The OOW must assess these together with the predicted clearance to decide safe speed and route.

Question 24Navigation and Watchkeeping (STCW Chapter II)

During a watch, the OOW observes a vessel displaying a black cone point downwards. What does this indicate?

  1. A vessel aground
  2. A vessel under sail and power (motor-sailing) Correct answer.
  3. A vessel not under command
  4. A vessel at anchor

Explanation

A black cone point downwards displayed in the forepart indicates a vessel proceeding under sail and power (motor-sailing). Other shapes such as three balls indicate aground, and a cylinder indicates constrained by draught.

Question 25Navigation and Watchkeeping (STCW Chapter II)

Which factor most directly determines the required interval between position fixes during a coastal passage?

  1. The proximity of navigational hazards and the vessel's speed Correct answer.
  2. The number of officers on the bridge
  3. The vessel's fuel consumption
  4. The length of the voyage

Explanation

Fix frequency should be based on the proximity of hazards and the vessel's speed, so that the vessel can be kept clear of danger. Fuel consumption and voyage length are not the determining factors.

Question 26Navigation and Watchkeeping (STCW Chapter II)

Under the STCW Code, what is the minimum period of rest that must be provided in any 24-hour period to a watchkeeper on a vessel engaged on an international voyage?

  1. 12 hours
  2. 8 hours
  3. 6 hours
  4. 10 hours Correct answer.

Explanation

The STCW Convention sets the minimum rest at 10 hours in any 24-hour period and 77 hours in any 7-day period. These minima may be divided into no more than two periods, one of which must be at least 6 hours. The rest hours are minimum entitlements that the master must protect even during busy port operations.

Question 27Navigation and Watchkeeping (STCW Chapter II)

A vessel is proceeding in good visibility and the OOW hears a fog signal from a nearby vessel ahead. Which action should the OOW take first?

  1. Switch to hand steering and continue at full speed
  2. Increase speed to clear the area quickly
  3. Maintain speed and course because visibility is still good
  4. Reduce speed to the minimum at which the vessel can be kept on course and sound the appropriate fog signal Correct answer.

Explanation

Rule 19 requires a vessel in or near an area of restricted visibility to proceed at a safe speed adapted to the circumstances and to have engines ready for immediate manoeuvre. The first response is to reduce speed to the minimum consistent with safe navigation and to sound the correct signal. Maintaining or increasing speed when a fog signal indicates a nearby vessel is unsafe.

Question 28Navigation and Watchkeeping (STCW Chapter II)

On a vessel equipped with an automatic identification system, which information does AIS primarily provide to the OOW?

  1. Charted depth and under-keel clearance
  2. Dynamic data such as position, course over ground and speed, plus static data such as the vessel's name and dimensions Correct answer.
  3. Radar echo strength and target size
  4. Weather forecast and tidal predictions

Explanation

AIS broadcasts static data (name, call sign, dimensions, type), dynamic data (position, COG, SOG, heading, status) and voyage-related data. It does not measure radar echo strength or provide charted depth or weather information. The OOW uses AIS as an aid to identification and collision avoidance, not as a substitute for radar or visual lookout.

Question 29Navigation and Watchkeeping (STCW Chapter II)

Under the STCW Code, which document must a watchkeeping officer hold to demonstrate compliance with the standards of competence for the watch?

  1. A certificate of competency or certificate of proficiency issued in accordance with the Convention Correct answer.
  2. A seaman's book with no endorsement
  3. A medical fitness certificate alone
  4. A company-issued identity card only

Explanation

STCW requires watchkeepers to hold a certificate of competency or proficiency issued by the Administration, endorsed as appropriate, showing they meet the standards of competence. A seaman's book or identity card does not by itself demonstrate competence. The certificate is the formal evidence that the required training and assessment have been completed.

Question 30Navigation and Watchkeeping (STCW Chapter II)

The OOW on a vessel in a narrow channel observes a vessel crossing from the starboard side. Which statement best describes the OOW's obligation?

  1. The OOW must always give way because the other vessel is crossing
  2. The OOW has no duty to monitor the crossing vessel
  3. The crossing vessel must stop and wait until the OOW signals
  4. The crossing vessel must keep clear, but the OOW must still take action if risk of collision develops Correct answer.

Explanation

Rule 9 gives vessels proceeding along a narrow channel precedence, and a crossing vessel must not impede their passage. However, the stand-on vessel's duty under Rule 17 to take action when risk of collision develops still applies. The OOW cannot rely blindly on the other vessel's obligation.

Question 31Navigation and Watchkeeping (STCW Chapter II)

A vessel is equipped with an ECDIS and the OOW notices an alarm indicating the vessel has deviated from the planned route. What is the most appropriate first response?

  1. Verify the vessel's position by an independent means and assess the cross-track error before making any alteration Correct answer.
  2. Change the route on the ECDIS to match the current position
  3. Immediately stop the vessel and call the master
  4. Silence the alarm and continue on the current heading

Explanation

An ECDIS route deviation alarm must be verified against an independent position source before action is taken, because the alarm may result from a sensor error. The OOW then assesses the cross-track error and decides whether to alter course or inform the master. Silencing the alarm or altering the route to fit the error defeats the purpose of the monitoring system.

Question 32Navigation and Watchkeeping (STCW Chapter II)

Under Rule 7, at what point is risk of collision deemed to exist?

  1. Only when the other vessel is visible to the naked eye
  2. Only when the other vessel sounds a warning signal
  3. When there is any doubt, and such risk shall be deemed to exist if the bearing of an approaching vessel does not appreciably change Correct answer.
  4. Only when the other vessel is within one nautical mile

Explanation

Rule 7 states that risk of collision shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change. When in any doubt, the OOW must assume risk exists and act accordingly. Distance alone or visual contact alone is not the test.

Question 33Navigation and Watchkeeping (STCW Chapter II)

The OOW is keeping watch at night and observes a vessel showing a single white light at the masthead and red and green sidelights. What does this indicate?

  1. A vessel at anchor
  2. A vessel not under command
  3. A sailing vessel underway
  4. A power-driven vessel underway of less than 50 metres in length Correct answer.

Explanation

A power-driven vessel underway shows a masthead light forward, sidelights and a sternlight; a vessel under 50 metres may show a single masthead light. A vessel at anchor shows an all-round white light, not sidelights. A vessel not under command shows two all-round red lights, and a sailing vessel shows no masthead white light.

Question 34Navigation and Watchkeeping (STCW Chapter II)

A vessel is navigating in fog and the OOW hears the fog signal of another vessel apparently forward of the beam. What is the required action under Rule 19?

  1. Increase speed to pass the other vessel quickly
  2. Sound one short blast and continue
  3. Reduce speed to the minimum at which the vessel can be kept on course and, if necessary, take all way off and navigate with extreme caution Correct answer.
  4. Maintain speed and alter course to starboard

Explanation

Rule 19 requires a vessel in restricted visibility to reduce speed to the minimum at which it can be kept on course when a fog signal is heard forward of the beam. If necessary, all way must be taken off and the vessel navigated with extreme caution until the risk of collision has passed. Altering course or increasing speed in fog is not the prescribed response.

Question 35Navigation and Watchkeeping (STCW Chapter II)

A vessel is proceeding along a traffic lane in a traffic separation scheme. Which action is consistent with Rule 10?

  1. Cross the lane at any angle at any time
  2. Anchor inside the lane to wait for a berth
  3. Proceed against the flow of traffic to shorten the passage
  4. Proceed in the general direction of the lane's traffic flow and keep clear of the lane boundary as far as practicable Correct answer.

Explanation

Rule 10 requires vessels using a traffic lane to proceed in the general direction of the traffic flow and to keep clear of the lane boundaries as far as practicable. Crossing should be on a heading as nearly as practicable at right angles to the flow. Anchoring in a lane and proceeding against the flow are prohibited except in emergencies.

Question 36Navigation and Watchkeeping (STCW Chapter II)

The OOW is handed over the watch and notices that the previous watchkeeper has left the bridge without completing the handover. What is the correct procedure?

  1. The relieving officer should take over and ignore the incomplete handover
  2. The relieving officer should accept the watch and sort out problems later
  3. The relieving officer should not take over the watch until the handover is complete and any doubts are resolved Correct answer.
  4. The relieving officer should report the previous officer to the master and leave the bridge

Explanation

STCW and good practice require the relieving officer to satisfy themselves that the watch can be safely handed over before accepting responsibility. Any doubts about the vessel's position, course, traffic or equipment must be resolved first. Accepting an unclear watch transfers responsibility without the information needed to keep it safely.

Question 37Navigation and Watchkeeping (STCW Chapter II)

A vessel is fitted with a gyrocompass and the OOW notices a growing discrepancy between the gyro heading and the magnetic compass heading. What is the most appropriate action?

  1. Ignore the discrepancy because the gyro is always correct
  2. Compare with other heading sources, check the gyro alarm and error log, and inform the master if the error cannot be resolved Correct answer.
  3. Immediately alter course to correct the error
  4. Switch off the gyro and steer by magnetic compass only

Explanation

A growing discrepancy indicates a possible gyro fault and must be investigated by comparing with other heading sources such as the magnetic compass or a second gyro. The gyro alarm and error log should be checked, and the master informed if the fault cannot be resolved. Altering course to compensate would corrupt the vessel's track.

Question 38Navigation and Watchkeeping (STCW Chapter II)

A vessel is approaching a harbour in restricted visibility and the OOW is unsure of the vessel's position. Which action is most consistent with STCW watchkeeping principles?

  1. Alter course towards the harbour entrance to confirm the position visually
  2. Reduce speed, use all available means to fix the position, and call the master if doubt remains Correct answer.
  3. Continue at passage speed to maintain schedule
  4. Wait for the pilot to board before taking any action

Explanation

When in doubt about position or a navigational hazard, the OOW must reduce speed, use all available means to fix the position, and inform the master if doubt persists. Continuing at speed or altering towards a hazard in fog is unsafe. The master's standing orders and STCW require prompt action rather than waiting for the pilot.

Question 39Navigation and Watchkeeping (STCW Chapter II)

Two power-driven vessels are crossing with risk of collision, and the give-way vessel takes no action. What is the stand-on vessel required to do under Rule 17?

  1. Sound five short blasts and maintain course regardless
  2. Alter course to port immediately
  3. Hold course and speed initially, but take action to avoid collision as soon as it becomes apparent the give-way vessel is not taking appropriate action Correct answer.
  4. Stop the engines and wait

Explanation

Rule 17 requires the stand-on vessel to keep her course and speed at first, but to take action as soon as it becomes apparent the give-way vessel is not acting. The action should, if possible, avoid altering course to port for a vessel on her own port side. Sounding five short blasts is a warning signal, not a substitute for action.

Question 40Navigation and Watchkeeping (STCW Chapter II)

During a coastal passage, which factor most directly determines the required interval between position fixes?

  1. The time of day only
  2. The proximity of navigational hazards and the rate at which the vessel's position uncertainty grows between fixes Correct answer.
  3. The vessel's fuel consumption
  4. The number of crew on the bridge

Explanation

The frequency of position fixing depends on the proximity of hazards and the rate at which position uncertainty grows, which is a function of speed, course changes and the accuracy of the fixing method. Fuel consumption, crew numbers and time of day are not the governing factors. The OOW must fix often enough that the vessel cannot enter danger between fixes.

Question 41Maritime Safety and Emergency Procedures (STCW Chapter VI)

Under STCW Chapter VI, which document certifies that a seafarer has met the medical fitness and professional competence requirements for the tasks they perform on board?

  1. A continuous discharge certificate issued by the flag State
  2. A ship's articles of agreement signed at the port of engagement
  3. A certificate of competency or certificate of proficiency issued by the Administration Correct answer.
  4. A medical fitness certificate issued by an approved medical practitioner

Explanation

STCW Chapter VI covers emergency, occupational safety, security, medical care and survival functions, and the competence achieved in these areas is attested by a certificate of proficiency or a certificate of competency issued under the Administration's authority. Medical fitness is evidenced separately by a medical certificate, and neither the articles nor the discharge book certifies STCW competence.

Question 42Maritime Safety and Emergency Procedures (STCW Chapter VI)

Which STCW basic safety training element is required before a seafarer can be assigned duties related to firefighting on board?

  1. Basic fire prevention and firefighting training Correct answer.
  2. Medical first aid training
  3. Advanced firefighting training
  4. Proficiency in survival craft and rescue boats

Explanation

Basic training under STCW includes fire prevention and firefighting as a mandatory element for all seafarers before assignment to shipboard duties. Advanced firefighting is a separate higher-level qualification, and survival craft and medical first aid are distinct competencies rather than the entry-level firefighting requirement.

Question 43Maritime Safety and Emergency Procedures (STCW Chapter VI)

A seafarer holding a certificate of proficiency in basic training is joining a vessel for the first time. Which document must the master verify to confirm the seafarer's identity and training before the seafarer is assigned shipboard duties?

  1. The seafarer's employment history letter
  2. The certificate of proficiency together with a valid medical certificate Correct answer.
  3. The vessel's safety management certificate
  4. The seafarer's passport alone

Explanation

The master must confirm that each seafarer holds the required certificate of proficiency for the assigned duties and a valid medical certificate before assignment. A passport establishes identity but not competence, and the vessel's safety management certificate relates to the company's safety management system rather than individual seafarer qualifications.

Question 44Maritime Safety and Emergency Procedures (STCW Chapter VI)

What is the primary purpose of the personal survival techniques element of STCW basic training?

  1. To give seafarers the knowledge and skills to survive at sea in the event of abandoning ship Correct answer.
  2. To train the seafarer to conduct helicopter rescue operations
  3. To qualify the seafarer to command a survival craft during abandonment
  4. To certify the seafarer to maintain inflatable liferafts

Explanation

Personal survival techniques prepare every seafarer to take correct actions to protect their own life in an emergency, including donning life-saving appliances and entering the water safely. Command of survival craft requires a separate proficiency certificate, liferaft servicing is a shore-based technician qualification, and helicopter operations are not part of this basic element.

Question 45Maritime Safety and Emergency Procedures (STCW Chapter VI)

During an abandon-ship drill, a seafarer must don an immersion suit. Which action best reflects correct STCW personal survival technique?

  1. Remove the suit's face seal to improve visibility before jumping
  2. Don the suit over bulky boots and loose outer clothing to increase buoyancy
  3. Don the suit quickly, close all closures, and put on the lifejacket over the suit if the design requires it Correct answer.
  4. Inflate the suit's oral inflation tube before entering the water

Explanation

An immersion suit should be donned rapidly with all closures secured, and where the design requires it the lifejacket is worn over the suit so buoyancy and face-up flotation are maintained. Loose bulky clothing restricts movement and can trap water, and deliberately opening the face seal defeats the suit's purpose of keeping water away from the body.

Question 46Maritime Safety and Emergency Procedures (STCW Chapter VI)

Which item is a required component of the lifejacket inspection a seafarer performs before an abandon-ship drill?

  1. Checking that the lifejacket is stowed in the master's cabin
  2. Checking that the lifejacket has a valid servicing certificate from a liferaft station
  3. Checking that the lifejacket battery for the locator light is fully charged for 24 hours
  4. Checking that the whistle and retro-reflective tape are present and the buoyancy chamber is intact Correct answer.

Explanation

A pre-drill lifejacket check confirms the buoyancy chamber is sound and that fittings such as the whistle and retro-reflective tape are present and serviceable. Lifejackets are not serviced at liferaft stations, the locator light uses a water-activated battery rather than a 24-hour charge, and stowage is in the crew's cabin or muster station locker, not the master's cabin.

Question 47Maritime Safety and Emergency Procedures (STCW Chapter VI)

A fire is detected in the galley deep-fat fryer. Which action is the correct first response under STCW firefighting principles?

  1. Apply a jet of water from the nearest hose to cool the oil
  2. Use a foam extinguisher directly into the burning oil
  3. Open the galley doors and windows to ventilate the smoke
  4. Activate the fixed fire-extinguishing system or smother the fire with the dedicated galley fire blanket, and shut off the fuel supply Correct answer.

Explanation

Cooking oil fires are Class F fires and must be tackled by shutting off the heat source and using the fixed galley system or a fire blanket to smother the flames. Water turns to steam and ejects burning oil, ventilation feeds oxygen to the fire, and a foam stream directed into hot oil can cause the oil to spatter and spread.

Question 48Maritime Safety and Emergency Procedures (STCW Chapter VI)

In the STCW firefighting training, what distinguishes a Class B fire from a Class A fire?

  1. Class B involves electrical equipment, while Class A involves cooking oils
  2. Class B involves cooking fats, while Class A involves flammable liquids
  3. Class B involves combustible metals, while Class A involves gases
  4. Class B involves flammable liquids, while Class A involves solid combustible materials such as wood and textiles Correct answer.

Explanation

Fire classification separates solid combustibles such as wood, paper and textiles (Class A) from flammable liquids such as fuel oil and paint (Class B). Electrical fires and cooking oil fires are addressed separately, and combustible metals form their own class, so the pairing of liquids with solids is the defining distinction.

Question 49Maritime Safety and Emergency Procedures (STCW Chapter VI)

During a fire team briefing, the team leader assigns boundary cooling. What is the purpose of this tactic?

  1. To spray water directly onto the burning fuel surface
  2. To lower the temperature of the ship's fuel tanks so the fuel does not ignite
  3. To cool the firefighters' breathing apparatus cylinders
  4. To cool the space containing the fire so the steel boundaries do not conduct heat and ignite adjacent spaces Correct answer.

Explanation

Boundary cooling applies water to the steel bulkheads and decks surrounding the fire space to remove heat conducted through the structure and prevent fire spread to adjacent compartments. It is not a direct attack on the burning fuel, and it does not involve cooling breathing apparatus or fuel tanks as a primary purpose.

Question 50Maritime Safety and Emergency Procedures (STCW Chapter VI)

Which statement correctly describes the role of the on-scene coordinator during a mass rescue operation at sea?

  1. The on-scene coordinator is always the coastal radio station that received the distress alert
  2. The on-scene coordinator is the master of the first vessel to arrive and is responsible for coordinating the rescue effort on scene Correct answer.
  3. The on-scene coordinator is the senior surviving officer of the casualty vessel
  4. The on-scene coordinator is the port State control officer nearest the incident

Explanation

In a mass rescue operation the on-scene coordinator is normally the master of the first vessel to arrive on scene, coordinating the search and rescue units until the rescue coordination centre or a designated coordinator assumes control. Coastal radio stations and port State control officers do not take on-scene command, and a surviving officer of the casualty vessel is not automatically the coordinator.