Seattle man accused of sinking his own yacht

By Mayra Cuevas-Nazario
CNN

(CNN) -- A Seattle man has been charged with insurance fraud for allegedly sinking his own yacht because of "financial pressure and frustration with the maintenance" of the vessel, authorities said.

On March 22, 2008, Brian Lewis, 50, scuttled the Jubilee in the Puget Sound Bay, then rowed a borrowed dinghy back to shore, according to court documents filed in February by prosecutors in King County, Washington.

Later that day, Lewis boarded a flight to take him to his job in Kodiak, Alaska, as a petty officer with the National Oceanic and Atmospheric Administration, according to court documents.

Three days later, Lewis filled an insurance claim with USAA Insurance reporting the Jubilee sank accidentally "due to unknown causes."

However, due to environmental concerns, the Washington State Department of Natural Resources salvaged the vessel at a cost to the state of $2,866.

An inspection found a hole was drilled into the bottom of the Jubilee, and that two main engine sea strainers appeared to have been broken with a hammer.

"The vessel appeared to have been deliberately sunk," authorities said in their probable cause affidavit.

Confronted by investigators, Lewis admitted he intentionally sunk his vessel saying the financial strain "caused him extreme anxiety and frustration."

Lewis told investigators "the engine trouble he experienced caused him to lose his temper. In his rage, he smashed the sea strainers with a hammer and drilled the hole to sink the vessel," the affidavit said.

"(He) wanted to clarify that his motive for sinking the vessel was anger and frustration, not greed," it added.

Prior to its sinking, the Jubilee had been listed for sale with Mahina Yachts for $28,500.

Jack Bateman, a broker with Mahina, remembers the Jubilee as a "beautiful" 1967 Chris Craft Cavalier. He said the Mahina has only seen this type of case one other time in its 30 years of operation.

"This is a very rare, not common occurrence" he says. Bateman added that Mahina has yet to see any real distress sales due to the bad economy.

The King County Prosecutor's Office has charged Lewis with making a fraudulent insurance claim.

Lewis filed for Chapter 7 bankruptcy in 2004. Messages left for him were not returned.

Cruise ship grounded off Antarctica coast

• Story Highlights
• 
  
Cruise ship owners hope high tide will dislodge ship

• All 65 passengers and 41 crew are safe, company reports
  
• MV Ocean Nova stranded in Marguerite Bay, about 900 miles from South America

(CNN) -- The owners of a cruise ship that ran aground in Marguerite Bay, Antarctica, are hoping high tide will dislodge the ship Wednesday, a company statement said.

The Ocean Nova, seen on a previous voyage, has a total of 106 people on board.

Connecticut-based Quark Expeditions said the M/V Ocean Nova became stranded Tuesday in the bay not far from an Argentine research base. Marguerite Bay is about 900 miles south of the tip of South America.

The ship is carrying 65 passengers and 41 crew members, Quark Expeditions said.

All those aboard the vessel "remain safe and calm," the company statement said.

The ship's captain is awaiting high tide to make another attempt to move the vessel.

"The midnight operation will occur in daylight, as the ship is below the Antarctic Circle, where the sun never sets during February. We anticipate a positive outcome," Quark Expeditions president Patrick Shaw said.

The captain is also waiting for divers from the Spanish naval ship the Hespérides to inspect the hull of the Nova to make sure it's not damaged, the statement said.

Deep-Trouble reports: Day 3

This is part of a 4-days journey report
Day 3

• Fact about life: There is no situation so bad that things can't get any worse.
  
• Before sunrise, I got up and started moving around. I was too cold to lie on the ground any longer.
• suddenly realize all the rocks looked the same at twilight, but can't seem to see where my kayak is...
• From twilight till 1100, I kept looking and looking and looking for Indian Summer. But she's gone. She's definitely gone!
  
• The sun was high up and the sand warm again, exhausted, I lie down on the sand, completely dispirited. Pondered about what to do. Should I activate my epirb...?
• I felt so guilty about losing Indian Summer, I cried.
• Dug out my monocular, climbed up the hill and looked around -- saw something red... can it be..!?
  
• Found her, finally! I was so happy and relieved that I was laughing and crying at the same time.
• Repacked my gears, by the time I finally launched, it's past 11am. A bit of a departure from my routine of launching before sunrise.
• Found signals not far from Tung Ping Chau. Called Dennis, told him about the seal landing and losing my gears to the dump surf. I think my voice was still cracking a lil at the time, because Dennis sounded rather concerned.
  
• Told Dennis plan to get water and food on Grass Island, but beam wind/waves forced me to change the plan and decided to paddle to Ham Tin Wan instead.
• Ate beef with bokchoi on rice in HamTin Wan, drank 3 cans of sport drinks, called Dennis while I waited for food. Even got a shower. Dennis was annoyed that I didn't call till now. The food was disgusting, but I was hungry enough to eat it all anyway.
• procrastinated good and long at the beach. Wistfully watched the kids jet-skiing in the bay. For the first time I realized how very tired I really was, but had to dreadfully discipline myself to move on.
• launched after lunch, now that hunger wasn't so acute, I start to notice the salt-sore and the seam of my shirt rubbing against my armpit/shoulder. Since I was in god-forsaken sai kung and I thought there was nothing but clouds and rocks and water for company, I decided to change into my b'day suit as I paddled. It was past 1600 anyway so the sun wasn't so hard on the shoulder.
• shite, ran into a junkboat near Long Ke. Wonder if they noticed I was a girl, but opt to paddled quickly to get away instead of putting shirt back on.
• That panicy feeling again. Could it be...? Do I ever learn? It's sunset again and there is no obvious campsite ahead on the map. I really should have just made camp in Long Ke, but decided I would try for Clearwater Bay...
• Ended up landing in the dark in Sar Tong Hau/ On Gong. Again, it was total darkness by the time I managed to get self, kayak and gears all onto the Island. Had no light, SB and bivy both wet, so had to make do with emergency space blanket. Shin got really cut up from strugging to move kayak and gears up the rocky shore in the dark.
• As Santiago says, you are never really alone at sea... visited by a shitload of mosquitos and two stray dogs that night, but was so tired that I was beyond caring. They can eat me alive if they liked, but I can't imagine a salt-pickled human could be very appetizing...

gosh, I'm shaking a lil just typing up this report. And it's been over a year since the disastrous trip. Must not do this to self again.

Deep-Trouble reports: Day 2

This is part of a 4-days journey report

Day 2:

• Dan Ka Wan ->
• Grass Is. (called Dennis to check weather forecast and tide) ->
• Middle Is. (lingered around light house for no good reasons) ->
• Wong Chuk Kok Tsui -> Double Haven -> Crooked Is. (somehow managed to get lost. paddled around and around the Islands trying to find my bearing, and lost my primary map in the process... it just sank into the bottom of the ocean >_<) ->
• Sa Tau Kok (emergency landing for bowel-emergency... ^_^;; Also started hallucinating and talking to the clouds...) ---->
• turned around to head for TPC, suddenly turned foggy and couldn't see the boat that was right next to me a minute ago, then it started thundering without rain. Freaked out, turned off GPS, cell phones and radio. Five minute later the mist just spontaneously disappeared and I could see again. Felt very uncertain. Paddled on and on for 6 hours without the illusive TPC in sight and kept wondering if I'm heading the wrong direction.)
• Finally saw TPC at sunset. Wasted a lot of time taking pictures, had to paddle near-shore to look for appropriate landing sites. Paddled against the crashing waves until I turned around the south-east cape, and whoa! suddenly I started surfing with the waves behind me, and next thing I knew, a tall wave came crashing down from above my head, I managed to stay upright but all my decktop gears got washed off and my spraydeck was undone. Kayak filled to the cockpit combing with water and was very unstable. and then, ANOTHER dump surf crashed down from behind me and I thought I was a goner. Briefly lamented the fact that I was sitting on, instead of wearing, my PFD. Have never been so focused in my entire life. Entire mind just focused on bracing and balancing the watercraft, it's more than I can hope for, somehow I survived the second dump surf without capsize, but lose control (can't steer with kayak filled to the brim) and crashed into the rocky landing site -- then the water receded. Without meaning to do it, I managed an accidental seal landing.
• watched the dump surf crash against the rock shores for a long time, saw some of my equipments washed back to the shore so I snatched what I could. Recovered my electronic gears, towline and paddlefloat, but lost all my sport drinks, drinking water, snacks, compass, flashlight, clipboard with pencil and notes, insect repellents, whistle. (can't remember what else.)
  
• So happy to get the electronic gears (esp the cellphone) back; tried desperately to call but there was no signal. Was exhausted but continued to climb and hike around the Island to look for signals, but found nothing. I've never needed to debrief so badly. Needed to hear myself say "I've landed and I am safe." Felt acutely helpless.
  
• checked notes on tide and noticed it's going to keep rising through the night. Tried to move kayak and gears up and through the rocks but found I had no energy left to complete the task. Moved all gears and dry bags one by one to higher ground in the dark through the rocky terrain, without the help of flashlight. Was wet, cold, and relentlessly assaulted by mosquitos. Realized there was no way I could lift the kayak all by myself and climb through the rocks. Finally decided to tie kayak to one of the big rocks with towline and started to make camp.
• bivy still soaking wet =_= Changed into "birthday suit" and hang wet clothes on paddle to dry. Rain cloud started moving closer and closer, it's also thundering on the other side of the small hill.
  
• Found the only "food" item left from inside my cockpit-- a jar of peanut butter -- with no drinking water to wash it down with. Was hungry enough that I tried to eat peanut butter with a stick but was soon overwhelmed with dehydration and disgust. Eventually gave up peanut butter despite intense hunger.
  
• Lied down to look at the stars, occasionally a motorboat sails by and I thought about shouting for helps. Eventually convinced myself "I'm tougher than that."
  
• the rain cloud finally moved over to my side of the island. Whipped out an emergency space blanket and curled up naked inside it. Started shivering, was cold, hungry and exhausted. Briefly thought about Charles Dickens and Victor Hugo. Talking about Les Miserables...
• drifted in and out of sleep. Kept wishing the sun would rise so I could paddle out to find signals and call Dennis or Fred...

Deep-Trouble reports: Day 1

This is part of a 4-days journey report
Day 1:

• Lamma (PKT) ->
• Tung Lung Is. ->
• On Gong ->
• Nam She Wan (sunset, called Fred to report location) ->
• Ko Lau Wan (nearly crashed into bed of rocks) ->
• Dan Ka Wan (dark landing)

So far, so good. The only trouble on the first day was the fact that I had a humongous big head and imagined that I was incapable of such mundane things as screwing up, running into rocks, or dying.

Could have landed comfortably in Nam She Wan at sunset but decided against it, mostly because I saw a fishboat with lights on and was a worried that it could be I.I.

Would have taken me all of 3 minutes to paddle around the rocks just outside of Ko Lau Wan, but had to wonder what it's like to get in trouble, so decided to paddle right between the rocks...

The task seemed simple enough. As the swell fills the gap between the rocks, I will ride the current joyfully and shoot rapidly between the rocks, and enjoy the adrenaline rush as I go. There is nothing to it, just time it right and it should be just another joyride.

I meant to study the water movements first. There was a pattern to the cycle. It went up then down a little, up a little, down a little...

Except it was dark and it was difficult to study the swell movements until you are too close, and then suddenly you are commited to it, whether you like it or not.

I was already too close to the rocks when a chill ran down by spine with the new discovery: The two rocks were joint at the bottom, you don't get to find out until the water recedes particularly violently for the fourth cycle ... and then the water swells back up to fill up the void rapidly and violently. If I had entered the passage at the wrong moment, I imagined I would be slammed against the bottom where the two rocks meet, and then suffer the swell that pours violently back over the rocks.

It has nothing to do with skills, or making the right decisions, or good timing, or virtue of any sort. I was just very lucky that I got sucked into the rock at the right time. The bottom of the rockbed appeared in front of my eyes momentarily before I was swept forward with a particularly forceful wave, it washed me ahead with so much force, it was all I could do to keep my paddles from slamming against the rocks as I was hurled through the passage. It was over before I had time to ponder about options and solutions. After I came out to safety, I even convinced myself that it was fun, it was daring and it was a great advanture, but if I were to be honest, it's just another one of those immensely stupid moment in your life that no one in her right mind would want to brag about, ever.

Medical Fitness Certificate (Seafarers)

Hong Kong Regulations

---

MERCHANT SHIPPING (SEAFARERS) (MEDICAL EXAMINATION) REGULATION - SCHEDULE 1

MEDICAL AND VISUAL STANDARDS FOR SERVING SEAFARERS

[sections 6(1), 11(5) & 17]

Introduction

1. Seafaring is a potentially hazardous occupation which calls for a high
standard of health and fitness in those entering or re-entering the industry.
A satisfactory standard of continuing good health is necessary for serving
seafarers throughout their career. These medical and visual standards
therefore give guidance on the health criteria to be met by a serving seafarer
applying for a medical fitness certificate.

2. In setting the standards, allowance has been made for the inevitable
impairment of health that time and chance bring, but firm recommendations have
been made to exclude applicants suffering from medical conditions considered
to be incompatible with continued seafaring. Such medical conditions include
amongst others neoplasms, hypertension and other cardiac conditions where the
uncertainty of prognosis makes the risks in continued seafaring unacceptable.

3. It is clearly impossible to encompass within the standards specific advice
on every relevant medical condition. However, as a general rule an approved
medical practitioner should be satisfied when examining an applicant for a
medical fitness certificate that no disease or defect is present which could
either be aggravated by working at sea or could represent an unacceptable
health risk to the individual seafarer or to other crew members.

4. Apart from the purely medical aspects, the occupational background of
seafaring should be considered especially in a case of doubt. It must be
remembered that a ship is not only a place of work requiring attention
throughout the day and night but also a temporary home in which the crew must
eat, sleep and find recreation. While much can be done to ameliorate living
and working conditions on board ship, certain inherent characteristics remain.
A crew is a closed community living in a ship that is seldom quiet or still.
Individual eating habits and tastes cannot easily be met; facilities for
physical exercise are limited; forced ventilation systems are used; the tedium
of routine can easily become oppressive in the absence of normal diversions
enjoyed by those ashore. An inability to fit in, or unwillingness to take
responsibility, or to accept a reasonable measure of necessary discipline,
could impair the safe and efficient working of the ship.

5 Very few merchant ships carry doctors on board nowadays. Acute illness or
injury is dealt with by designated ships' officers whose training is limited
to first aid or medical aid treatment. It should also be borne in mind that
the size of a crew complement is carefully adjusted. Sickness can throw a
burden on other crew members or even impair the efficient working of a ship.
An approved medical practitioner should therefore be satisfied that no
condition is present in the applicant which is likely to cause trouble during
a voyage and that no treatment is being followed which might cause worrying
side effects. It would be unsafe practice to permit a seafarer to serve at sea
suffering from a medical condition in which serious exacerbation requiring
expert treatment could occur.

6. The absence of a doctor in most merchant ships also means that seafarers
will not be able readily to consult a doctor or to obtain special treatment
until the next port of call. Ship turnaround in ports is often very rapid,
allowing no time for necessary investigation subsequent to consultation with a
doctor. The standard of medical practice varies from port to port also and
necessary medical facilities may not be available at the smaller, more remote
ports. It is doubtful if it is ever wise to permit a seafarer to serve at sea
if the loss of a necessary medicament could precipitate the rapid
deterioration of a medical condition.

7. Special care should be taken when examining an applicant who-

(a)  has a doubtful medical history;

(b)  is likely to spend long periods in tropical climates;

(c)  is likely to join ships by air travel; or

(d)  has recently served or is intending to serve on bulk chemical 
     carriers.

Notes:

(1) In addition to symptoms caused by acute conditions such as catarrh of the
ear and sinuses (baratrauma), air transport sometimes leads to other
disabilities such as breathlessness, dizziness, etc. becoming manifest. Such
cases will require further investigation since the findings may well reflect
on the applicant's suitability for further unrestricted sea service.

(2) An applicant in category (d) above should be subjected to a blood test in
addition to other medical examination procedures.

8. Physical requirements may vary between different types of ships, their
departments and individual jobs in them. However, all seafaring jobs need an
acceptable degree of fitness, in accordance with these standards, which is
uniform for all shipping trades. The imposition of a restriction under
section 6(2) of this Regulation may serve to avoid a particular type of trade
or a prolonged voyage where there is some specified medical contra-indication,
but careful consideration is necessary before any restriction is imposed. The
type of restriction and the length of time for which it will operate should be
made clear. The requirements of an advised treatment regime should never be
set aside.

9. Despite the shortness of the voyage, even coastal work can be arduous and
uncomfortable. A restriction to that type of work should be considered as an
alternative to refusal of a certificate only if the shortness of voyage will
permit adequate treatment of the medical condition causing concern.

Examination Procedures

1. When it is necessary to consult with other doctors the usual professional
ethical considerations will appertain, but it should be clearly understood
that the final decision on fitness in accordance with the required medical and
visual standards rests with the approved medical practitioner, subject to the
provisions of section 9(2) of this Regulation.

2. An applicant for a medical fitness certificate shall be placed in one of
the following categories by reference to the category letter ascribed in these
Standards to any medical condition diagnosed in respect of him- A. Fit for sea
service without restriction. B. Permanently unfit for sea service. C.
Indefinitely unfit for sea service. D. Temporarily unfit for sea service. E.
Fit for sea service subject to restriction. An applicant in respect of whom no
adverse medical condition is diagnosed shall be placed in category A.

3. (1) An applicant placed in category A shall be granted a
medical fitness certificate without restriction, but subject to the maximum
period of validity specified in section 8 of this Regulation.

(2) An applicant placed in category B shall be refused a medical 
fitness certificate. Any medical fitness certificate in his possession shall
be cancelled.

(3) An applicant placed in category C shall be refused a medical 
fitness certificate and informed that he may apply for a further examination
after a specified number of months. Any medical fitness  certificate in his
possession shall be suspended until such further examination.

(4) An applicant placed in category D shall be refused a medical 
fitness certificate and informed that he may apply for a further examination
after a specified number of weeks. Any medical fitness  certificate in his
possession shall be suspended until such further examination.

(5) An applicant placed in category E shall be granted a medical 
fitness certificate with specified restrictions operating for a specified
length of time and subject to the maximum period of validity specified in
section 8 of this Regulation.

(6) An applicant who fails to satisfy an approved medical practitioner only in
respect of colour visual standards shall be granted a certificate completed
only as to Part A.

Medical Standards

1. General

Any infectious or contagious disease-D. Malignant Neoplasms-B.

Note: Consideration can be given to passing cases of rodent ulcers which have
responded satisfactorily to treatment.

2. Ear, Nose & Throat

(a)  Ear Acute and Chronic Otitis Externa-D. Should be completely healed
     before returning to sea. Care is required in passing fit for tropics.
     Acute Otitis Media-D. Chronic Otitis Media-D. May become A or E after
     satisfactory treatment or surgery. Special care is required in passing
     fit for tropics or where air travel is involved. Loss of hearing-A
     degree sufficient to interfere with efficiency-B. -Unilateral complete
     loss of hearing-B. Meniere's Disease-B.

Notes:

(1) No audio-metric standard has been set for the purposes of this Regulation.

(2) Impaired hearing acuity should be referred for full investigation by an
ENT surgeon.

(3) The use of a satisfactory hearing aid at work by certain catering
department personnel can be accepted where not hearing an instruction would
not result in a danger to the seafarer or others. The hearing aid should be
sufficiently effective to allow communication at normal conversational tones.

(4) The use of a hearing aid by those working in, or associated with, the deck
or engine room departments, including electricians and radio officers, should
not be accepted.

(b)  Nose Nasal obstruction. Septal abnormality or polypus-D. Acute
     sinusitis-D. Chronic sinusitis-if disabling and frequently
     relapsing-B.

(c)  Throat A history of frequent sore throats or unhealthy tonsils with
     adenitis-D.

(d)  Speech Defects If likely to render seafarer inefficient-B.

3. Respiratory System

The respiratory system should be free from acute or chronic disease causing
disability. Chronic Bronchitis and/or Emphysema-Category depends on severity.
Mild uncomplicated cases with good exercise tolerance may be A, but cases with
recurring illness causing disability should be B. Bronchial Asthma-B.
Pulmonary Tuberculosis-C. Most cases are unsuitable for further seafaring but
if the approved medical practitioner is satisfied that the lesion is firmly
healed, the radiological appearance is acceptable and the applicant has
completed a full course of chemotherapy, further service can be considered.
Cases where either one or both lungs have been seriously affected are never
suitable for further service. All relapsed cases will be B.

4. Cardiovascular System

The heart and blood vessels must be healthy. There should be no history, signs
and/or symptoms of heart failure. There should be no significant abnormality
of rate or rhythm or disorder of conduction. There must be no significant
disease of the haemopoietic organs. A material degree of general
arteriosclerosis-B. A history of coronary thrombosis or evidence of coronary
artery disease-B. (All cases that have required coronary artery bypass surgery
come within this category). A history of intermittent claudication, including
any case where vascular surgery was required-B. Any cerebral vascular
accident-B. Any cardiac valve replacement-B. Hypertension-all cases D for
investigation.

Notes:

(1) There should be no evidence of left ventricular hypertrophy and/or strain
on electrocardiography. The blood urea and chest X-ray should be normal.

(2) The maximum acceptable level is 170 mm systolic, 100 mm diastolic,
untreated. The diastolic pressure is to be measured at the fifth sound. Cases
treated with hypotensive drugs or diuretics are unsuitable for further
seafaring. The approved medical practitioner must establish that the use of
these drugs is essential and alternative acceptable therapy is not possible.
All cases should be kept under regular supervision.

5. Disease of Veins

Varicocele-symptomless-A. With symptoms-D for surgical opinion.
Haemorrhoids-not prolapsed, bleeding or causing symptoms-A. Other cases should
be D until satisfactory treatment has been obtained. Varicose Veins-slight
degree-A. Moderate degree without symptoms or oedema may be A, but with
symptoms D for treatment. Recurrent after operation, with symptoms-B. Chronic
varicose ulceration-B. Thin unhealthy scars of healed ulcers or unhealthy skin
or varicose eczema may be B if breakdown is thought likely. Deep vein
thrombosis or recurrent thrombophlebitis-B.

6. Gastro-Intestinal System

Mouth or gum infection-D. Dental defects-D. Seafarers should be dentally fit.
Gastro-intestinal Disease or Disorders-slight case-D. Severe or recurrent and
those requiring special diet and/or regular supervision-B. Peptic Ulceration-D
for investigation. Recurrent peptic ulceration or unsatisfactory operation
result-B.

Notes:

(1) No seafarer with proved ulceration should return to seafaring until free
from symptoms, and on an ordinary diet without treatment for at least 3 months
following evidence of healing on gastroscopy. Whenever possible evidence of
healing should be supported by endoscopic findings.

(2) Cimetidine maintenance therapy. The duodenal ulceration relapse rate while
on treatment is too high for safe seafaring.

Cirrhosis of Liver-B. Pancreatitis-All cases where alcohol is an aetiological
factor-B. Pancreatitis with associated gall bladder disease-after complete
surgical cure of the gall bladder condition and resolution of the
pancreatitis-A or E on case assessment. Recurrent pancreatitis-B.

7. Skin

Special care is required in passing fit for service in the tropics if there is
a history of skin trouble. Catering staff in particular should have no focus
of skin sepsis. Any condition liable to be aggravated by heat, sea air, oil,
caustics or detergents may have to be B. Fungus Infections-D. Acne-most
cases-A, but severe cases and those with cystic acne-B. Psoriasis-most cases
can be A, but some widespread or ulcerated cases should be D for treatment.
Severe cases resistant to treatment or frequently relapsing-B. Sensitization
Dermatosis-D. Refer for dermatological opinion. Acute Eczema-D. No man should
return to duty until skin is completely healthy. Recurrent Eczema-B.
Furunculosis-D. All other cases-D for investigation. Disposal will depend upon
the nature of the condition, probability of recurrence or necessity for long
term treatment.

8. Sexually Transmissible Diseases

All cases of acute infection are D while under treatment. Cases under
surveillance having finished treatment will usually be fit for normal service
but restricted service may be necessary if facilities for supervision are
inadequate. In all cases evidence of satisfactory tests of cure should be
produced.

9. Genito-Urinary System

Hypospadias-minor degree-A. Enlarged Prostate-D for investigation.
Hydrocele-small and symptomless-A; large and/or recurrent-B; if operation
desired-D. Abnormality of the Primary or Secondary Sexual Characteristics-D
for investigation, upon which final decision will rest. Intra-abdominal or
ectopic testis-D if treatment desired; otherwise B. Kidney and Bladder
Diseases-All cases of proteinuria, glycosuria or other urinary abnormalities
should be referred for investigation. Urinary Obstruction-from any cause-D for
investigation. B if not remediable. Acute Urinary Infection-D. Recurrent cases
should not be accepted unless full investigation has proved satisfactory.
Acute Nephritis-D. Subacute or Chronic Nephritis or Nephrosis-B. Renal or
Ureteric Calculus-D for investigation and any necessary treatment. An isolated
attack of renal colic with passage of small calculus may be A after a period
of observation, provided urine and renal functions remain normal and there is
no clinical and radiological evidence of other calculi. Recurrent stone
formation-B. Removal of Kidney-provided the remaining kidney is healthy with
normal function-E. Such cases are unsuitable for service in the tropics or
other conditions of high temperature. Renal Transplant-B. Incontinence of
Urine-B.

10. Endocrine Disease or Metabolic Disorder

Diabetes Mellitus- All cases requiring insulin-B. All gluiosuria cases should
be considered diabetic unless proved to be otherwise. Maturity Onset Diabetic-
Cases controlled by food restriction only and not requiring insulin or other
drugs may be accepted. An initial period of 6 months to cover sick leave and
later restricted service should be allowed to achieve this result. Thereafter,
accepted cases should be subject to medical review at intervals of 6 months.
All other cases of Endocrine Disease-D for investigation upon which decision
will depend. A degree of obesity, with or without complications, adversely
affecting exercise tolerance/mobility/general health-D for treatment. A set of
height/weight tables should be used making allowance for up to 20% excess
weight but none for age. Refractory or Relapsing Cases-B.

11. Central Nervous System

Any type of Epilepsy-B. A single epileptic fit-provided that the past medical
history is clear and investigation has shown no abnormality; re-entry could be
considered after one year without any treatment. Fainting Attacks-D for
assessment. Recurrent attacks with complete or partial loss of consciousness
should be B. Organic Nervous Disease-usually B. Some minor localised disorders
not causing symptoms or incapacity and unlikely to progress may be A.
Migraine-slight infrequent attacks responding quickly to treatment-A. Frequent
attacks causing incapacity-B. Psychosis-B. Psychoneurosis-D for assessment.
Chronic or recurrent-B.

12. Alcohol Abuse

If affecting health by causing physical disability or behavioural disorder-B.

13. Drug Dependence

Dependence on dangerous drugs-B.

14. Musculo/Skeletal System

It is essential that seafarers should have full use of sound upper and lower
limbs throughout a career at sea. Balance, mobility and co-ordination should
be unimpaired. Hernia-D until repaired. Osteo-arthritis-D for assessment.
Advanced cases where disability is present-B.

15. Female Seafarers

There should be no significant gynaecological disorder or disease likely to
cause trouble during the voyage. Employment at sea shall not be permitted
during the term of pregnancy.

Visual Standards

1. No person should be accepted for sea service if any morbid condition of
either eye, or of the lid of either eye, is present and liable to aggravation
or recurrence.

2. New cases of monocular vision are unacceptable for any category of
seafaring. However, monocular seafarers in the engine and catering departments
with a satisfactory record of service prior to 1986 may be allowed to continue
at sea in those departments.

3. Approved medical practitioners should use Ishihara plates to test for
colour vision.

4. Distant vision and colour vision tests may be taken with or without visual
aids (spectacles or contact lenses). However, an applicant who uses visual aid
must reach the required visual standard for both aided and unaided vision.

5. Distant vision tests comprise a letter or shape test and are to be
conducted on Snellen's principle at a virtual distance of 6 metres from the
eye.

6. Unaided vision should be tested first and each eye must be tested
separately.

7. In all cases where visual aids are required for the efficient performance
of an applicant's duties, it shall be a condition of the validity of a
medical fitness certificate that a spare pair is carried when seafaring. Where
different visual aids are used for distant and near vision, a spare pair of
each must be carried. Spare pairs of visual aids must be produced to the
approved medical practitioner during the examination.

8. The following visual standards should be attained by an applicant intending
to serve at sea in the departments specified-

Department Standard

(a)  Deck Officers and Deck Ratings (including General Purpose Ratings) Age
Below 22
years 22 years
and above -Distant vision with or without visual aid Better eye 6/6 6/9*
Other eye 6/9 6/12*
Better eye 6/36 6/60 -Distant vision without visual aid when visual aid
necessary for above Other eye 6/36 6/60 -Near, intermediate and colour vision,
both eyes together, aided or unaided Vision required for ship's navigation
(for example, chart and nautical publication reference, use of bridge
instrumentation and equipment, and identification of navigational aids)
-Visual fields Normal visual fields -Night blindness Vision required to
perform all necessary functions in darkness without compromise -Diplopia
(double vision) No significant condition evident

* If the applicant marginally fails to meet this standard he should be
referred to the Authority. The Authority may permit relaxation of the standard
in particular causes.

(b)  Engineer officers, Radio, Electrical and Electronic Officers and
     ratings forming part of an engine room watch -Distant vision, aided if
     necessary Better eye
Other eye 6/15
6/15 -Distant vision without visual aid when visual aid necessary for above
Better eye
Other eye 6/60
6/60 -Near, intermediate and colour vision, both eyes together, aided or
unaided Vision required to read instruments in close proximity, to operate
equipment, and to identify systems and components as necessary -Visual fields
Sufficient visual fields -Night blindness Vision required to perform all
necessary functions in darkness without compromise -Diplopia (double vision)
No significant condition evident

(c)  Catering and Miscellaneous -Distant and near vision, aided if
     necessary
(monocular vision will be B Visual acuity sufficient to carry out duties
efficiently; but less than 6/60 in "other) eye" unacceptable -Colour vision
need not be tested (Enacted 1995)

---

[Index] [Table] [Search] [Notes] [Noteup] [Previous] [Next] [Download (Current & Past)] [Download (Current only)] [繁體中文] [Help]

Ham 考試攻略

現copy 如下，原作者為 MacJuJu 兄和 http://www.harts.org.hk/chinese/faqs/howtoc.html

thanks
-------------------------------------------------------------------------------

睇下幫唔幫到手. 家陣有一個月時間, 睇得晒, 再加做下D Mock Paper, 應該無問題. 成功與否與我無關 - 因為讀書係自己既, okay?

各位 OM 又可以睇下有乜野可以唔要或者重有補充既 - ydx 早前貼出既對話我都覺得係必讀黎架:

考試攻略 (Extracted from: http://www.harts.org.hk/chinese/faqs/howtoc.html?#我快要考試了，但我的電子知識很差，有甚麼考本地試的策略)
考試無必勝策略，以下只作參考：

1. 盡力熟讀法例、發牌條件、頻率表、頻帶、功率及發射類別、解讀法、Q碼、常用電報縮略語、呼叫程序(電報和電話)、傳播途徑及方式、最高可用頻律、臨界頻率、越距、電離層結構、季節和日夜對傳播的影響、天線原理及基本型式、增益及方向性、等一些非電學知識。
其中由以法例題目，所要讀的東西都在考生須知中，裏面的牌照樣本(連附表及備註)、「業餘無線電業務在香港的運作」及「業餘電台牌照條件和附表釋義」更是必讀中的必讀。

2. 若電學知識有困難的話，除了盡力而為外，還要用有效的方法去猜答案。首先，若可以在四個答案中找出一個或兩個一定錯的答案，就可把猜中的機會由四分一提升 到三分一或二分一。若真的一點也不懂題目的知識，那只好瞎猜了。反正是瞎猜，不要每條題目來擲一次骰仔，一開始就擲一次，以後所有都猜同一個就可以了。

3. (1)是希望全取所有非電學的題目，望可取得25條在手，其他較易的題目多取5條，不懂的題目以70條計算都全瞎精如(2)。若老天爺給你公平的70 x 0.25 = 17.5 條精中，25 + 5 + 17 = 47，你就合理地不合格。但若老天爺對你好一些，如電學題目少一些，你精中多一些，你就不合理地剛及格了。

4. 當然，若你電學及法例都全部熟讀的話，不須加上(1)，(2)都早已合理地及格等出牌了。

考試有關文件/教材/範圍 (括號入面既數字代表有關項目既重要性)
==================
香 港 業 餘 無 線 電 考 試 資 料 便 覽 - 所有文件
有關數字既都請讀熟, 法例就係係呢度出 (40 - 50題)
http://www.ofta.gov.hk/chinese/rae/Rae-c.html

網上無線電筆記 (原理, 電學等, 不過無乜法例) (20 - 30題)
http://home.netvigator.com/%7Ehungtony/RAE/rae-tutor.htm

字母及數字發音 (Phonetic Alphabet and Figures) (1 題)
http://sc.cas.org.hk/learning.htm

電台用語 (簡體) - RST, QCode (10題 左右)
http://www.qsl.net/bd8mi/dt3.htm

Description Of Radio Emissions (F3E 果D) (2 - 5題)
http://www.vmars.org.uk/description_of_radio_emissions.htm

業餘電臺的通話聯絡 (5 - 10題)
http://www.hk-cq.net/cgi-bin/ut/topic_show.cgi?id=1245&h=1&bpg=1&age=0

有關今次考試
==========
考試時間, 地點資訊
http://www.radio.edu.hk/RAEDetails.htm

報名表:
http://www.radio.edu.hk/HKRAE/hkraeform.pdf
Decline: 考試前十個工作日
HARTS 常見問題
http://www.harts.org.hk/chinese/faqs/howtoc.html

查詢
e-mail : enquiry@radio.edu.hk
Telephone : (852) 2436-8642
Fax : (852) 2436-8643

Certificate of Competency in Radiotelephone Restricted (Hong Kong Water)

十多年前理工學院航海學系有辨 [預備試課程], OFTA會派人來考試. 現在情況不祥, 不知現在改了物流學系之後如何?

若 只是用在遊樂船(遊艇)只需 Certificate of Competency in Radiotelephone Restricted (Hong Kong Water),可在香港遊艇會學, 但若是商用船隻(例如, 拖輪, 客船等) 就比較嚴格, 要考[值機員證書]請參考 (海事訓練學院).

本人所知的是20年前的資料, 到今天可能已不合用, 見諒!





參考資料:
Guideline for application of Pleasure Vessel radio network ststion
http://www.ofta.gov.hk/en/legislation/guideline_6d_2a/Guideline/Pleasure_Vessel_Radio_Network_SL-Guideline-e.pdf

Guideline for application of Ship station (Local Craft) Licence
http://www.ofta.gov.hk/en/legislation/guideline_6d_2a/Guideline/Ship-LC-Guideline-e.pdf


For your information only : Royal HK Yacht Club hosts the course:
http://www.rhkyc.org.hk/files/download/training/Shorebased%20course/03Radio.pdf


海事訓練學院
http://www.vtc.edu.hk/itc/stc/c_stc.htm

HK Boaters Do's and Don'ts

Guidelines For Boaters - The Dos & Don'ts

DO assist any boat in distress. slow down when passing dredgers or water areas where divers may be working. slow down when making sharp turns or in bad weather. slow down, or give a wide berth, when passing small craft. learn the International Regulations for Preventing Collisions at Sea. carry distress signals, especially when operating at night. keep your boat clean. Oil in the bilges or dirty rags are a fire hazard. familiarize yourself with the limitations of your boat. carry an anchor and sufficient length of cable or rope. where practicable, join a boat club and keep yourself fully up-to-date with all the regulation. get yourself familiar with the Traffic Separation Schemes in Hong Kong waters and try to stay clear of fairways when large vessels are using them. consult firing practice schedules, which are published in the Government Gazette, before venturing. learn your Local Storm Signals or carry the card and remember where the signal stations are situated. keep to the outer limit of fairways and narrow channels which lies on your starboard side. keep the licence number of your boat well painted and unobstructed. If you have a mooring, keep it under repair and make sure the number is clearly visible. watch for Marine Department Notices and Notices to Mariners which appears in the web site of Marine Department. carry charts of the areas in which you are operating. stop immediately if the signal "L" (._..)is made to you by light, sound or flag from a Government or Police launch and wait for instructions. learn all important International and Local signals by their flag codes and in some cases in Morse code equivalents where such signals can be made by sound. DON'T pass close to another craft when underway. pass closer than 100 metres from the shore or piers in the Victoria Harbour. stand up or change seats in a small boat, particularly when the boat is full. mix liquor and boating. use a leaky or poorly built boat. operate near swimmers. cruise at a fast speed near smaller boats, the wash caused could well capsize them or cause damage to the boat or injuries to its occupants. leave the tiller or helm unattended, especially when in crowded waters. throw refuse into the sea. sound your horn unnecessarily. wait until last minute before following the Regulations for Preventing Collisions at sea. anchor near other boats so that they are inconvenienced. drop anchor, fish or in anyway make connection with the seabed in areas marked on your charts as "Cable Area", "Cable Reserve" or similar notation. exceed the speed limit in Typhoon Shelter which is five knots (jogging speed). Speed Restricted Zones For Vessels Speed restricted zones for all vessels is set by the Marine Department to ensure safe navigation in the Hong Kong waters. The speed limit in these zones is 5 knots between 8 am and midnight on any Saturday or public holiday, or on any day during the period from 1 July to 15 September in any year. Such a speed limit precludes the towing of water skiers within the zones. The speed restricted zones are: Tolo Harbour T1 Plover Cove (PDF) T2 Sha Tin Hoi (PDF) Port Shelter and Rocky Harbour K1 Tai She Wan (PDF) K2 Tsam Chuk Wan (PDF) K3 Hebe Haven (Pak Sha Wan) K4 East Kiu Tsui Chau (PDF) K5 West Kau Sai Chau (PDF) K6 South Kau Sai Chau (PDF) K7 Bluff Island (PDF) K8 Clear Water Bay (PDF) (PDF) Hong Kong Island, South A1 To Tei Wan (PDF) A2 Tai Tam Harbour (PDF) A3 Stanley Bay (PDF) A4 Chung Hom Wan (PDF) A5 South Bay (PDF) A6 Deep Water Bay (PDF) A10 Tai Tam Bay (PDF) A11 Repulse Bay (PDF) Lamma Island A7 Luk Chau Wan (PDF) A8 Sham Wan (PDF) Cheung Chau A9 Tung Wan (PDF) Lantau Island L1 Discovery Bay (PDF) Before taking a trip, check that you have all the necessary equipment and that it is workable. If you are taking a trip in excess of 24 hours, especially during the months of May to November, contact the Marine Police Duty Controller (Tel (852) 2803 6240). Do not carry more people on your boat than your licence allows. Check the latest weather report. Fog, rain and wind coupled with rough seas are your enemies. If you are in any doubt - don't go. Study the charts to learn the hazards: submerged rocks, strong tides, ocean traffic, fishing obstructions, etc. Remember large vessels cannot take rapid action to avoid collision and fishing vessels may have gear out which could foul your propeller. You should leave with these thoughts firmly fixed in your mind: I will be alert. I will be cautious. I will be seamanlike. I will be courteous and considerate to other boat users.

Deep-Trouble reports: 4 Days disastrous trip of July 2007

It's about time I document the entire disastrous trip from Lamma to TPC back to Lamma.

Summary:
Day 1: Lamma PKT -> Sai Kung Dan Ka Wan (3-July-2007)
Day 2: Dan Ka Wan -> Sa Tau Kok -> Tung Ping Chau (4-July-2007)
Day 3: Tung Ping Chau -> Sai Kung On Gong (Aka Sa Tong Hau) (5-July-2007)
Day 4: Sai Kung On Gong -> Po Toi -> Lamma Channel (towed back to Lamma PKT by Authority) (6-July-2007)