1. Translate the text in writing

Ideally, the ship will follow the planned track but under certain circumstances it may be necessary to deviate from such track – e.g. having to alter for another ship. Even so, the deviation should be limited so that the ship does not enter areas where it may be at risk or closely approaching the margin of safety.

In the open sea and off-shore coastal waters when navigating on small-scale large-area charts, course alteration will usually coincide with the planned track intersections. This will not be the case in confined waters when navigating on large-scale charts and where the margins of safety may require the ship to commence altering course at the wheel-over position some distance before the track intersection in order to achieve the new planned track. Often such wheel-over positions will be determined by the pilot using his own judgements, based upon experience.

In certain circumstances a ship may be required to navigate in areas with a reduced under keel clearance. It is important that the reduced UKC should be planned for and clearly shown. In cases where the UKC is less that 10 per cent of the deepest draft, or other such percentage as was agreed at the appraisal stage, then it is not only necessary that the OOW is aware of such UKC but also that he is aware that the speed needs to be reduced in order to reduce squat with its consequent reduction in draft.

2 Read the text and answer the questions in writing

I transit the Singapore Strait four times a month on a 120,00 dwt product carrier. Unfortunately, my ship is very under-powered and awkward to manoeuvre, it takes some 15 minutes before you can build up to full ahead rpm so taking avoiding action may be a problem. We had discharged a part cargo at the Paula Seebrock Terminal and were heading 130 degrees True to cross the westbound lane and then head eastwards. Our draft was 13m. The visibility was good and we had a Pilot on board. Before disembarking, the Pilot advised that the VTIS had said that there were no westbound ships that would hamper our crossing of the west bound lane, bearing in mind our under powered engine. On passing the blind spot (St John's Island), the Master sighted steaming lights and green sidelight of a large westbound container vessel that appeared to be inside the eastbound lane. This target was acquired on ARPA at 3 miles, four points on the port bow. The ARPA indicated a speed of 18 knots and a CPA of zero. Due to the shallow water on the eastern side of the TSS and the close proximity of Batu Berhanti shallow patch, I was forced to begin my alteration of course to port to join the general flow of traffic in the eastbound lane. The 2/O made repeated 5 blasts on the whistle and all round white light. The target had now closed to 0.5 miles and was fine on our port bow. He finally responded to being illuminated by the bridge wing searchlight and altered course slightly to starboard to pass less than 0.1 miles down our port side.

1. Why was it difficult for the product tanker to make quick collision avoidance action?

2. Was the product tanker fully laden?

3. What was the intention of the product tanker?

4. What was the relative position of the container ship when it was first sighted?

5. At what distance did the container ship take collision avoidance action?

6. What actions should have been taken by the container ship?