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2. A visual inspection of all the linkages and connection in the steering gear
3. The means of communication between the steering gear room and navigational
bridge must always be operational

Other Important requirements related to steering gear are:

➢ A block diagram displaying the steering system, the changeover procedure from
remote to local steering and steering gear power unit indicating the emergency
supply unit must be clearly mentioned.
➢ This diagram must be pasted in Navigation Bridge and steering gear compartment
➢ All officers and crew concerned with the operation and maintenance of steering
gear system must be familiar with changeover procedure from one to other
system
➢ Emergency steering drills to be carried out inn not more than three months period.
➢ Date and time for the tests, checks and drills carried out in steering gear system
must be recorded.

BRIDGE WATCHKEEPING

Q) State the STCW guidelines in ensuring a safe and efficient bridge watch.
(Nov-20, July-16)
Ans:- Watchkeeping arrangements and principles to be observed:-
1) Masters, Chief Engineer Officers and all watchkeeping personnel on board their
ships shall comply with the requirements, principles, principles and guidance set
out in section A-VIII/2 of the STCW Code. The requirements shall be observed to
ensure that safe continuous watches appropriate to the prevailing circumstances
and conditions are maintained in all sea going ships at all times.
2) The Master of every ship shall ensure that watchkeeping arrangements are
adequate for maintaining safe watches, taking into account the prevailing
circumstances and conditions and that, under the Master's general direction-
a) Officers in charge of the navigational watch are responsible for navigating the
ship safely during their periods of duty, when they shall be physically present
on the navigating bridge or in a directly associated location such as the
chartroom or bridge control room at all times;
b) Radio operators are responsible for maintaining a continuous radio watch on
appropriate frequencies during their periods of duty;
c) Officer in charge of an engineering watch under the direction of the Chief
Engineer Officer, shall be immediately available and on call to attend the
machinery spaces and, when required, shall be physically present in the
machinery space during their periods of responsibility; and
d) An appropriate and effective watch or watches are maintained for the purpose
of safety at all times, while the ship is at anchor or moored and, if the ship is
carrying hazardous cargo, the organisation of such watches takes full account
of the nature, quantity, packing and stowage of the hazardous cargo and of any
special conditions prevailing on board, afloat or ashore.

Q) State the circumstances under which you will call the Master. (Oct-21, Oct-
20, July-19, Jan-19, Jan-18, Nov-17, May-17, May-16)
Ans:- Calling the Master:- Master to be called for the following reasons
1) When visibility has dropped or is suspected to drop to limit stated in Master’s

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standing orders.
2) Failure to sight a navigation mark.
3) When any navigation mark is found unexpectedly.
4) Failure of navigation / radio equipment.
5) Failure of main engine / reduction in RPM.
6) Failure of aux engines / steering.
7) When atmospheric pressure dropped 3 hpa below normal. (or as directed by the
Master in the standing orders.)
8) If the position of own vessel is doubtful.
9) On receipt of any urgent message received from company, owners, charterers,
agent etc.
10) In case of any emergency.
11) When any vessel / person in distress.
12) When traffic is causing concern, other vessel not complying with COLREGS, or if
own vessel needs to deport from COLREGS necessary to avoid immediate danger.
13) Failure to make land fall or in case of unexpected landfall.
14) When soundings are not obtained as expected or when sounding is found
unexpectedly.
15) When CPA/ TCPA cannot be achieved as per standing orders.
16) When wind force increased to limit stated in Master’s standing orders.
17) When difficulty is experienced to maintain the course.
18) When vessel is pounding or pitching heavily.
19) When shipping season foc’sle deck.
20) During heavy weather when there is any doubt regarding possibility of heavy
weather damage.
21) Whenever unsafe practices are being carried on board.
22) If the relieving watch keeper(s) is/ are unfit for the watch.
23) If any nav. warning, met warning or piracy report is received is concerning own
vessel.
24) If any suspicious craft/ object is sighted.
25) When any oil spillage sighted.
26) When vessel’s speed dropped, unexpectedly without reduction in RPM.
27) If any danger message to be sent as per SOLAS ch V.
28) If unusual change in list or trim is observed.
29) Whenever vessel is suspected to go into no go area.
30) When vessel is suspected to contravene company’s UKC policy.
31) If any important instructions received from VTS, port control etc.
32) Whenever the vessel reached the point marked on the chart / ECDIS by Master
himself. (Master will write:- “Call Me”).
33) When at anchorage, should you have reasons to believe that own vessel is
dragging anchor or other vessel in vicinity is dragging anchor.
34) When at anchor, if other vessel is going to drop anchor or dropped the anchor
very close distance to own vessel (Master must mention the distance in his
standing orders).
35) Should you have reasons to believe that the own vessel had near miss situation
with another vessel (collision).
36) If deck cargo is suspected to be washed overboard.
37) If the gyro error or compass deviation is greater than the limit mentioned by
Master.
38) Any other instructions as per Master’s standing orders or the company’s
standing orders or SMS procedures or night order / bridge order book.
39) If presence of master is required for any reasons not stated anywhere (Master’s
or company’s standing orders may not be exhaustive).
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40) Call the Master whenever in any kind of doubt, (an early call is better rather
than calling at last moment, adjustment of night vision should be taken into
consideration, till master reaches the bridge appropriate action to be taken).

Q) Explain what are the information / instructions available in Master’s

standing order and explain why it is important to OOW. (July-19)
Ans:- Master’s Standing Orders:
➢ The standing orders are a set of guidelines to ensure safe ship navigation and
operations whether at sea or at port. These set of guidelines by the Master
encompass a very wide array of aspects of navigation and rules of conduct for the
officers. Standing orders are to be followed at all times by the officer on duty and
is duly signed by every officer on board, making them liable to adhere to the
orders. That is to say that the standing orders are in-force and applicable at all
times the ship is at sea, at port or at anchor.
➢ The Master exercises due experience and knowledge every time he takes over
command. He assesses every situation keeping in mind the extent of the
capabilities of his bridge team, the ECR team, the crew and the technical facilities
at his disposal. This makes the standing as well as the night orders an extension of
his personal judgment on matters of ship safety and security.
➢ All seafarer’s are familiar with the term “The Master’s word is final”. Well, let us
just say that this is why these orders are put down in writing; to make their
striking importance crystal clear. Keeping such high importance in mind, the
orders should be executed with the same fervor.
➢ The most crucial point would be to adhere to the orders, minimizing any scope of
human error. However, it is only natural to err and therefore, any such error
should be brought to a senior officer’s notice immediately.

Q) What are the rest periods required for watch keepers as per STCW 2010?
(Mar-21, Jan-21, July-17, Jan-16)
Ans:- Rest Periods:-
➢ The STCW Code has laid down regulations for mandatory rest periods for members
of bridge team in order to prevent fatigue. The STCW Code has stipulated the
following:-
o Rest periods of at least 10 hours in any 24-hour period are required.
o If rest is taken in two periods, one of those periods must be at least 6 hours.
o The minimum period of 10 hours may be reduced to not less than 6 consecutive
hours provided that any such reduction does not extend beyond two days, and
not less than 70 (in case of UK 77) hours rest is provided during each seven-
day period.
➢ The OOW must ensure that the seafarer assigned the watchkeeping duties:
o Has been given instructions in keeping lookout
o Knows what is expected of seafarer
o Knows how and what observations to report
o Suitably attired and protected from weather
o Working hours are complied with and frequent relief is possible.

Q) What is “Sole lookout” as per STCW code, explain in details. (March-19) OR

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When can the officer of the watch be the Safe Lookout on bridge? (Oct-20,
July-17, Jan-16)
Ans:- Safe Lookout / Sole Lookout:-
➢ Under the STCW Code, the OOW may, be the sole lookout in daylight provided
that on each such occasion:
➢ The situation has been carefully assessed and it has been established without
doubt that it is safe to operate with a sole lookout.
➢ Full account has been taken of all relevant factors, including, but not limited to:
o State of weather.
o Visibility.
o Traffic density.
o Proximity of dangers to navigation.
o The attention necessary when navigating in or near traffic separation schemes.
➢ When deemed necessary, assistance is immediately summoned to the bridge.
➢ If sole lookout watchkeeping practices are to be followed, clear guidance on how
they should operate will need to be given in the SMS.

Q) Describe in details the purpose & importance of “lookout” in keeping a

safe bridge watch. (Sept-17)
Ans:- The lookout helps in detect the following:
➢ Any kind of floating object
➢ Navigation mark or lights
➢ Any type of distress signal from other ships or ports
➢ Land
➢ Ice, irrespective of size or form
➢ Any type of ship irrespective of its size
➢ Sandbags or prominent navigational features
➢ Problem with any of the ship’s navigation systems, including navigational lights
➢ Any kind of hazards or derelicts that can be dangerous to the ship’s navigation

The main duties of a lookout are:

➢ To give utmost attention through sight, hearing, and any other means in order to
assess any change in the operating environment
➢ Detecting and reporting on ships, shipwrecks, debris, shipwrecked person, and
other navigational hazards
➢ Reporting on possibilities of collision, stranding, and other dangers to navigation
➢ The lookout should remain at his position at all times until he is relieved from his
duties. On relieving, he should provide all the information to his reliever about
things that he has reported.

Q) What factors you will consider in determining the composition of

navigational watch under STCW code. (Sept-21, March-19)
Ans:- In determining that the composition of the navigational watch is adequate to
ensure that a proper look-out can continuously be maintained, the master shall take
into account all relevant factors, including those described in this section of the STCW
Code, as well as the following factors:
1) Visibility, state of weather and sea.
2) Traffic density and other activities occurring in the area in which the vessel is
navigating.
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3) The attention necessary when navigating in or near traffic separation schemes or

other routeing measures.
4) The additional workload caused by the nature of the ship's functions, immediate
operating requirements and anticipated manoeuvres.
5) The fitness for duty of any crew members on call who are assigned as members of
the watch.
6) Knowledge of and confidence in the professional competence of the ship's officers
and crew.
7) The experience of each officer of the navigational watch, and the familiarity of that
officer with the ship's equipment, procedures, and manoeuvring capability.
8) Activities taking place on board the ship at any particular time, including radio
communication activities and the availability of assistance to be summoned
immediately to the bridge when necessary.
9) The operational status of bridge instrumentation and controls, including alarm
systems.
10) Rudder and propeller control and ship manoeuvring characteristics.
11) The size of the ship and the field of vision available from the conning position.
12) The configuration of the bridge, to the extent such configuration might inhibit a
member of the watch from detecting by sight or hearing any external
development.
13) Any other relevant standard, procedure or guidance relating to watchkeeping.
14) Arrangements and fitness for duty which has been adopted by the Organization.

Watch arrangements: - When deciding the composition of the watch on the bridge,
which may include appropriately qualified ratings, the following factors, inter alia,
shall be taken into account:
1) At no time shall the bridge be left unattended.
2) Weather conditions, visibility and whether there is daylight or darkness.
3) Proximity of navigational hazards which may make it necessary for the officer in
charge of the watch to carry out additional navigational duties;
4) Use and operational condition of navigational aids such as radar or electronic
position-indicating devices and any other equipment affecting the safe navigation
of the ship;
5) Whether the ship is fitted with automatic steering.
6) Whether there are radio duties to be performed.
7) Unmanned machinery space (UMS) controls, alarms and indicators provided on the
bridge, procedures for their use and limitations.
8) Any unusual demands on the navigational watch that may arise as a result of
special operational circumstances.

Q) Your vessel is at anchor, how will you take over your watch. (Jan-21, Nov-
20, July-19, Jan-17)
Ans:- Taking over an anchor watch:
1) Read instructions from Master or Chief Officer.
2) Check position of own vessel to ensure she is not dragging anchor.
3) Check UKC, maintain VHF watch for instruction.
4) Check distance of all other vessel’s at anchorage. Look out for other vessel’s
dragging.
5) Look out for vessel’s approaching the anchorage area.
6) Check the wind, sea, swell, continuously asses the visibility.
7) Read & sign all met warning’s & nav warnings received during watch.
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8) Establish compass error.

9) Check SAT-C for routine messages notify Master accordingly.
10) If bunker barge expected, keep look out for the same, if bunker barge is
already alongside, keep track of all timings, ensure no sheen is visible, if so inform
master.
11) Keep look out for bunker overflow.
12) Abide by all ISPS procedures, do not let unauthorized vessel(s) be alongside
own vessel.
13) Ensure appropriate lights & shapes are displayed.
14) Ensure appropriate flags are hoisted/ lowered.
15) Keep eye on crew working on deck, stop any kind of unsafe practices, abide by
all international & local regs.
16) Some boats/ launches may be expected carrying stores, crew, port officials,
surveyors, auditors, inspectors, ship chandler etc., ensures these boats are tended
to safety.
17) Test the controls as instructed.
18) Try out m/eng as instructed.
19) Keep track of vessel berthing/ unberthing intended berth.
20) Receive instructions from VTS/ Ports Control & notify all parties as instructed.
21) Follow Master’s standing orders, bridge orders, call Master & doubt.
22) Abide by company’s sms procedures, checklists and all additional measures as
per Risk assessments.

Q) Describe the responsibility of the OOW in the following circumstances:

Approaching a port. (March-16)
Ans:- Responsibility of the OOW - Approaching a port:-
1) The Master and all navigational watchkeeping officers should, well before hand,
thoroughly study the Sailing Directions (Often referred to as the Pilot Book) and
the chart of the approaches to the port.
2) The passage plan for arrival at the port should be prepared and kept handy so that
the OOW would be able to monitor the navigation of the vessel at all times, even
when the Master or the pilot is directing the process. This serves as a second
check on the navigational safety of the ship.
3) Communicate to the arrival port, by VHF, the ETA of the ship as and when
instructed by the Master.
4) Inform the Master at the time indicated by him.
5) Give notice to the engine room at the time or charted position, as instructed by
the Master. Inform Master when this has been done.
6) Synchronise clocks of the bridge, the engine room and the auto-recorder of the
bridge – ER telegraph.
7) Call up a seaman to act as the bridge messenger.
8) Change over to hand steering.
9) Switch on the other steering motor also.
10) Try out the steering system. After a long sea passage, it is necessary to try out
the steering system about two hours before reaching confined waters. This done
by:
o Changing over to hand steering and then putting the helm hardover to one
side and then the other whilst using one steering motor.
o The same is then repeated while using the other steering motor.
o If the ship is fitted with electro-hydraulic steering system, it is necessary to
try out the steering on the electric and the hydraulic systems separately.
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o On ships fitted with a shaft generator, it would normally be necessary to

inform the Engine Room before making sudden helm movements in order to
prevent the generator from tripping off. If this happens, a diesel generator
would automatically come on but, in the intervening couple of minutes, there
would be no electric supply on the ship.
11) Take in the log (retract log sensor).
12) If daytime, keep flags ready – Red Ensign, courtesy flag, house flag, G, Q, H,
etc.
13) If night time, try out lights of Christmas Tree by switching them on
momentarily.
14) Try out pneumatic whistle and electric klaxon by giving a very short blast on
each.
15) Rig up the daylight signaling lamp and try it out on the mains and also the
battery.
16) Check communication system to the forward and aft stations and to the
steering gear compartment.
17) Have pilot ladder, life buoy with rope attached, heaving line and boat rope kept
ready to be rigged (also flood light at night).
18) Give adequate notice to the crew for coming on arrival stations.
19) Electric power to be switched on to the windlass.
20) Keep a record of all events and their timings in the Bridge Notebook. The
important entries are to be copied into the Mates Logbook later on.
21) Keep ‘Pilot information card’ ready for presentation to the pilot as soon as he
enters the wheelhouse. This card contains the necessary information regarding the
ship’s particulars, navigational equipment, etc. in a standard format as given in
the ‘Bridge Procedure Guide’ published by the International Chamber of Shipping
(ICS). This card is separate from, and in addition to, the ‘Wheel-house Poster’
displayed in the wheelhouse.
22) After ringing Stand-By Below (SBB) on the telegraph, the Master would try out
the engine by going astern. An entry, ‘’Engine tried out astern’ should be made in
the Bridge Notebook and later copied into the Ship’s Logbook.
23) Anti-pilferage watch to be arranged on deck to commence before arrival port.
24) While going alongside, the pump room blowers should be switched off. This is
to prevent sparks from the funnels of tugs used from being drawn into the pump
room.

Q) Describe the procedures for: Clearing the anchors (March-17)

Ans;- Clearing the anchor(s) for arrival:-
➢ ensure power is on to forward windlass
➢ ensure the break is applied and windlass is in gear
➢ remove the guillotine bar or bow stopper and anchor lashings release the brake
➢ lower anchor(s) clear of the hawse pipe
➢ report to the bridge "Anchor(s) clear of hawse pipe and ready for letting go"
➢ await further instructions from the bridge.
➢ Always be alert to any changing circumstances e.g. excessive vibration or unusual
noise of machinery.

Once the planned length of chain is in the water the guillotine bar should be
dropped and secured, and the chain allowed to bear against the guillotine bar. The
guillotine bar is designed to take the weight of the anchor cable.

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The windlass should be out of gear and the brake applied. Throughout anchor
period the appropriate anchor signals are to be used (ball, lights, bell and gong).

➢ During an anchoring operation the following factors should be considered:

➢ general safety procedures and precautions including PPE
➢ identify a safe anchorage with good holding ground
➢ identify a safe anchorage that lies within the Territorial
➢ Waters of the Port State Authority
➢ hinged-bar-type-chain-stopper
➢ local weather and forecasts
➢ good seamanship
➢ the direction of the current or tidal stream
➢ sufficient depth of water
➢ anchor to be used
➢ amount of cable to use / payout
➢ anticipated final manoeuvring prior to letting go or
➢ walking back
➢ method of letting go or walking back
➢ communications
➢ escape / abort route should circumstances dictate.

Q) What factors would you consider in deciding the anchor position and
amount of cable to use. (May-17)
Ans:- Arriving at the anchoring position:
➢ Prior to anchoring, the direction and speed of the current or tidal stream and wind
must be confirmed. Attempts should not, whenever possible, be made to anchor
across the current, tidal stream or wind.
➢ When all the way has been taken off the vessel, the vessel's head should be close
to the direction of the tidal stream or wind and the bow should not be swinging
excessively.

Planning for Anchoring:

➢ Master Shall Identify a suitable anchoring position before entering the anchorage
area.
➢ Conduct a planned approach including speed reduction in ample time and orienting
the ships head prior anchoring to (a) Same as similar sized vessels around or (b)
Stem the tide or wind whichever is stronger.
➢ Decide on which method of anchoring to be used and the number of shackles
depending on the depth of water, expected weather and holding ground. A simple
rule in determining length of cable to use:

Standard condition:
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5
When good holding power cannot be expected:

(e.g. Strong Wind, Strong Current, Harder Sea bottom)

Length of cable = [(Depth of water in meters * 3) + 140 ] / 27.5

It is suggested the use of radar parallel indexing technique, an effective tool in

maneuvering approach to anchoring position. A fix reference point is necessary in
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establishing the intended anchoring position relative to this fix point.

Q) Describe the procedures for: Anchoring (March-17)

Ans:- Preparation for Anchoring:- The Chief Officer (or another experienced officer in
lieu) must supervise letting go or weighing the anchors and should only assign
experienced crew members to anchor work.

Prior to Anchoring, the Chief Officer should be aware of:

a) Approximate anchoring position.
b) Method of approach
c) Which anchor to use
d) Depth of water
e) Method of Anchoring
f) Final amount of Cables

Procedure of the Introduction to Anchoring:-

At the Forecastle: Check brakes are on and clear the voyage securing devices.
(Anchor Lashings, Bow Compressed Bar etc.)
a) Start Hydraulic(Source of) Power of Windlasses
b) Check Anchor Shape / Light
c) Check Communication with the Bridge
d) Check Lighting on Forecastle including torch , at night time
e) Ensure all personnel are wearing Safety Helmets, Safety Shoes and Goggles.

Before Letting Go Anchor:

➢ The Chief Officer shall confirm that there is no craft or any obstacle under the bow
and inform to the Bridge.
➢ The Master shall ensure that the vessels GPS speed at the time of anchoring is
near-zero or indicates a slight sternway.
➢ The speed should be verified by visual transits and/or Radar ranges of Landmarks,
if available or other fix conspicuous targets.
➢ Where means of communication between Bridge and the Anchoring party is by
Portable radio, the identification of the ship should be clear to avoid
misinterpretation of instructions from other user of such equipment in the vicinity.

Routine Anchoring Operation:-

There are 2 methods for Anchoring according to depth of the water:

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Method 1 (Preferable for Container Ships / Depths up to 50m )

a) Walk out the anchor to Half a shackle above the sea bottom
b) Hold the cable on the brake and take the windlass out of gear
c) Stop the vessel over ground
d) Drop the anchor
e) Control the speed of cable flow by the brake , while not allowing pile-up
f) Bring anchor cable direction forward and confirmed anchor holds its position.

Disadvantages:
If the brake fails, or there is too much speed over ground, the cable will run out
to the bitter end with consequent damage. The brake lining could also be damaged
due to this Dynamic load (the Static load on brakes to restrain movement of an
anchored vessel is much less).

Method 2 (Suggested for Tankers / Depths over 50m )

a) Stop the vessel over ground
b) Walk out the anchor under power until the complete length of required cable is
paid out and anchor holds it position on the seabed.
c) Bring anchor cable direction forward and confirmed anchor holds its position.

Disadvantages:
Vessel must be completely stopped to avoid major damage to Windlass.

Q) Describe the procedures for: Securing the anchors for sea (March-17)
Ans:- Sequence of Operation:-
1) The anchor should be walked back clear of the hawse pipe.
2) With the aid of a man in a bosun’s chair, a heavy wire should be passed through
the anchor crown ‘D’ shackle, this wire being led from the shoulder at a point from
which it is intended to suspend the anchor. (The wire should be of sufficient SWL
(safe working load) to accept the full weight of the anchor and a limited amount of
cable.)
3) This wire should be secured aft of the fo’c’sle head, one end being turned up on
bitts, while the other is turned on to the windlass drum (with heavy anchors, both
parts should be turned up on bitts).
4) Rig a preventer wire, in a slack condition well forward of operations, in case the
first wire should part once the cable is broken.
5) The anchor cable should be walked back to allow the first wire to accept full weight
of the anchor. The first wire now being in the up/down position.
6) Continue to walk back on the cable to bring the next joining shackle on deck,
securing this length in short bights. Engage bow stopper or other cable-securing
arrangements.
7) Rig a second easing wire forward of the joining shackle, and take the weight of the
amount of cable between the anchor and the joining shackle on deck.
8) Break the joining shackle.
9) Clear away cable securing, and walk back on the easing wire to bring the bare end
clear of the hawse pipe.
10) Rig a hawser, with the aid of a bosun’s chair, to recover the bare end inboard
via the fairlead, thus leaving the hawse pipe clear.

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The cable joining shackle should not be broken until the first wire has been secured
(both parts of the bight), because if control of the first wire is lost, and the cable has
already been broken, then the possibility of losing anchor and a length of cable
becomes more than probable. This probability is increased with very heavy anchors,
e.g. 20 tonnes.

Q) Draw out a Checklist for anchoring. (July-18)

Ans:-Checklist for Anchoring:
Anchoring Appraisal and Planning Tick
Anchoring plan checked and approved by the Master
Anchoring position identified taking into account:
• Availability of appropriate space at the anchorage
• Proximity of navigational hazards including traffic
• Scope of anchor cable required/available
• Suitable seabed type and holding conditions
• Tidal height checked to confirm that sufficient water is available for the duration of the
anchorage
• Tidal stream checked with particular reference to effect on slow speed manoeuvring
• Weather conditions and available shelter
Anchors, cables and winches checked and ready for use
Engine room and anchor party informed of the time of anchoring
Intended anchor position of the ship reported to the port authority
Lights, shapes and sound signalling apparatus checked and ready for use
Reduction to manoeuvring speed in ample time
Security measures required by the Ship Security Plan (SSP)

Q) Describe the dangers of using different rope types in one mooring

system. (March-17)
Ans:- Dangers of using different rope types in one mooring system:-
➢ Mooring lines are usually made from manila rope or a synthetic material such as
nylon. Nylon is easy to work with and lasts for years, but it is highly elastic. This
elasticity has advantages and disadvantages. The main advantage is that during
an event, such as a high wind or the close passing of another ship, stress can be

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spread across several lines.

➢ However, should a highly stressed nylon line break, it may part catastrophically,
causing snapback, which can fatally injure bystanders.
➢ The effect of snapback is analogous to stretching a rubber band to its breaking
point between your hands and then suffering a stinging blow from its suddenly
flexing broken ends.
➢ Such a blow from a heavy mooring line carries much more force and can inflict
severe injuries or even sever limbs. Mooring lines made from materials such as
Dyneema and Kevlar have much less elasticity and are therefore much safer to
use.
➢ However, such lines do not float on water and they do tend to sink. In addition,
they are relatively more expensive than other sorts of line.
➢ Some ships use wire rope for one or more of their mooring lines. Wire rope is hard
to handle and maintain. There is also risk associated with using wire rope on a
ship's stern in the vicinity of its propeller.
➢ Mooring lines and hawsers may also be made by combining wire rope and
synthetic line. Such lines are more elastic and easier to handle than wire rope, but
they are not as elastic as pure synthetic line.
➢ Special safety precautions must be followed when constructing a combination
mooring line.

Q) How would you take over a bridge watch, during night and while
navigating in piracy prone areas? (July-21, July-19, Jan-18, Jan-16)
Ans:- Taking over watch at sea
1. Be on watch about 15 min before, at night time it helps to adjust the night vision.
2. Read and sign any orders from master in night order book / bridge order book.
3. Inspect all the charts likely to be used in the watch for the following:-
a) Check courses to be steered and distances marked on the chart, also check the
courses and distances as per the passage plan for the voyage.
b) Ensure the largest scale chart to be used.
c) Check courses are plotted clear of dangers to surface navigation.
d) Check the no go areas, mark them if not done.
e) Check the unit of depth and that the courses are plotted clear of shallows in
accordance with company’s UKC policy. Info regarding draft & display to be
available on the bridge.
f) Check estimated time for next alteration of course.
g) Check wheel over positions, abort points & contingency anchorages.
h) Check info related to parallel indexing.
i) Check for land/ island on the chart, check radar conspicuous objects, check for
approx time for the land fall on the radar.
j) Check the nav marks and their characteristics, sector light etc, check general
direction of buoyage system.
k) Check the charts to find info regarding geodetic datum, geodetic datum may be
unknown and so significant to surface navigation.
l) Check if any reporting to be done to SRS/ VTS.
m) Check for any instructions marked by master regarding notices to E/R,
removing anchor lashings etc.
n) Read all relevant notes on the chart:- local magnetic anomalies, current,
submarine exercise areas, firing zones, PSSA, Marpol special areas, information
pertaining to offshore installations, sand waves etc.
o) Check the source data, very old survey may be unreliable for the soundings.
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p) Check the T & P notices relevant to the chart.

q) Check if any low pressure marked on the chart. (including forecast for that
low.)
r) Check if clocks / calendar to be advanced.
s) Refer to the routeing chart for all the climatological infos, check the normal
atmospheric pressure for the area where the vessel is navigating.
t) Check last position plotted and means of position fixing fixing, always check the
position plotting interval, it should be as per Masters / company’s instructions.
u) Check tidal info by means of tide tables, tidal stream atlast & tidal diamonds.
4. Ensure all the relevant publications are available for use.
5. Read and sign the navigation & meteorological warnings rcvd on EGC, navtex,
check if any information to relevant to own vessel.
6. Check the updates related to piracy, especially when plying in pirate infested area/
high risk area.
7. Check the weather fax rcvd during previous watch, check if any information is
relevant to own vessel, any weather fax to be recvd in the watch (time & freq as
per ALRS.)
8. Check if any commercial message is recvd and if Master informed.
9. Check the state of visibility. Check the manning level of the bridge is as per
company’s instructions. Manning level may be there for weather conditions.
10. Ensure watch keeping ratings are fit for watch, if sole look out, OOW must
know how to call them just in case.
11. Understand the traffic situation, consult the outgoing OOW but must verify
visually, also by means binoculars and radar, check ARPA info, some targets may
have to be acquired if not done by outgoing OOW, always check the manning level
of the bridge is as per company’s instructions for traffic situation.
12. Check CPA/TCPA limits on ARPA, true vector / relative vector.
13. Check ARPA is sea stabilized or ground stabilized.
14. Check gyro & magnetic courses steered by auto pilot / auto pilot, course might
have altered due to traffic.
15. If set was allowed, ask when it was allowed, check difference between gyro
course and course made good.
16. Check the tachometer & note down RPM, if CPP check the pitch of the propeller,
if on main eng on UMS mode, the duty eng must be known, (duty eng roster is
sometimes available on bridge)
17. Check BNWAS to know the dormant period, confirm who is the back up officer.
18. Ensure VHF is switched on and level of volume is audible enough.
19. In case of selected ship (VOF), find if coded msg to be prepared.
20. Check GPS is on which geodetic datum, confirm cross track limits.
21. Check various settings on ECDIS.
22. Check VDR/ S-VDR remote module for any alarm.
23. Check auto pilot for the settings.
24. Check the radar picture & all settings and all the targets on PPI.
25. Identify the shore lights, some of vessels may not be visually identified due to
shore light.
26. Check targets on AIS, check info reg draft & no. of crew is correct.
27. Adjust all the dimmers as required.
28. Check smoke detector panel. (no circuits to be kept isolated)
29. Check status of automatic fire doors / water tight doors (if fitted)
30. Check if any permit has been issued.
31. Should inquire as to where crew is working. (hold, tank etc).
32. Check nav lights are burning, confirm that it is matching with the status of nav
light on the sentinel.
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33. Confirm if the compressed air is available for ship’s whistle.

34. Check that day light signaling lamp is working.
35. Check operational condition of all nav & GMDSS equipment.
36. Check if vessel is unusually trimmed or listed.
37. Ask if any ballast exchange in progress and the planned sequence.
38. Confirm if compass error established.
39. Change echo sounder unit same as that on the chart. (if applicable)
40. Master Gyro to be synchronized with all repeaters.
41. If daytime check for any sign of visual damages to ship.
42. Check wind, sea, swell etc.
43. Check any deck cargo if loaded is missing.
44. Check appropriate manual inputs for gyro is applicable.
45. Once outgoing OOW has plotted the position, check the position & cross track
error.
46. Exchange courses, compare compasses.
47. Check if any action to be taken to abide with COLREGS.
48. Change settings an auto pilot if required.
49. Change settings on radar if required.
50. Comp c/list for taking over watch & relevant procedures in the SMS to be
complied with.
PS:- Watch should not be taken over when course is being altered for traffic or in
case of a way point.

Q) Prepare a checklist for handing over a Navigational Watch at Sea in

Restricted Visibility. Also enlist the other pressing activities which need to
be undertaken onboard other than items in your bridge checklist. (July-19,
March-17) OR
Draw up a Bridge Watch-keeping Checklist when navigating in Restricted
visibility. (Jan-23, Jan-22, Nov-21, Jan-20, Jan-18, Aug-16)
Ans:- Navigation in restricted visibility
➢ Familiarization: OOW must know each and every aspect of the ship including
dimensions and the characteristics for restricted visibility situation, it is important
that the OOW know the stopping distance of the ship also the blind sector of all
the radars should be known, OOW must know when the Master should be
informed as per Master’s standing instructions.
➢ Inform the Master: During restricted visibility, it is important that the master is
on the bridge. The OOW must constantly assess the state of visibility and inform
the master immediately, once Master is on bridge hand over the con to him.
➢ Inform E/R & reduction of speed: OOW should notify the engine room, later on
the tachometer must be checked to ensure RPM is being reduced, bring down the
ship to maneuvering RPM, in order to comply with COLREGS rule no. 19. (Power
Driven v/l must have engines ready for immediate maneuver).
➢ Visual Observance: Check all the targets visually, especially smaller targets that
may not be picked up by radar.
➢ Change in bridge watch keeping level: It is important that enough man power
is present on the bridge, additional officers and rating should be called on the
bridge, lookout(s) must be posted at different locations on the ship, Master can
consulted regarding the deployment of look outs, check for any sounding signal
from other vessels in the vicinity.

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➢ Whistle: - Ensure that the whistle is working properly by trying out all the
whistles, start blowing the whistle below entering restricted visibility, as the rules
applies to vessels navigating in or near the area of restricted visibility.
➢ Navigation Lights: Switch on the navigation lights if not already done, ensure all
these lights are burning properly.
➢ Radar & ARPA: Switch on other radar, switch on the ARPA and start acquiring the
targets, check AIS targets and compare data of both ARPA and AIS, adjust A/C
rain & A/C sea as required.
➢ Hand steering: Revert to hand steering, switch on other steering pump if not
done earlier.
➢ Stop works on deck: Stop any job which may prevent sound signal of other
vessels to be heard properly. No one to be allowed on main deck, this is to prevent
injury to personnel working on open deck in case collision/ allusion (physical
contact with fixed or floating objects.)
➢ Open Bridge Doors: Ensure that the bridge doors are kept open and is without
any obstruction for easy bridge wing access.
➢ VHF: Ensure VHF channel 16 is switched on and is audible enough for all the
safety related messages.
➢ Keeping record: Keep record of all activities on the bridge.
➢ Follow all procedures: Follow all the important procedures as per SMS manual
including compliance of any check list for restricted visibility, company instructions
for bridge manning level must be complied with. Resting periods must be taken
care, all precautions as per risk assessment to be fulfilled.
➢ COLREG Rule -19: Always comply with COLREG Rule – 19, if necessary; navigate
with extreme caution till risk of collision is over.
CHECKLIST NAVIGATION IN RESTRICTED VISIBILITY:-

BRIDGE CHECK LIST

Has the following equipment been checked to ensure that it is
1
fully operational?
- Radar, ARPA or other plotting facilities 
- VHF 
- For signalling apparatus 
- Navigation lights 
- Echo sounder, if in soundings 
- Watertight doors, as appropriate 
2 Have lookout(s) been posted and is a helmsman on standby? 
Have the Master and engine room been informed, and the
3 
engines put on standby?
Are the COLREGS being complied with, particularly with regard to
4 
rule 19 and proceeding at a safe speed?
Is the ship ready to reduce speed, stop or turn away from
5 
danger?
If the ship's position is in doubt, has the possibility of anchoring
6 
been considered?
7 Other checks: 
- 
- 
- 

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Q) Prepare a checklist for taking over a navigational watch at sea:

Approaching a Heavy Weather Area. (Nov-21)
Ans:- Here is a checklist for taking over a navigational watch at sea when
approaching a heavy weather area:
1. Check the weather forecast and pay attention to any warnings of heavy weather in
the area.
2. Familiarize yourself with the vessel's stability and ballasting plan to ensure it is
properly prepared for heavy weather.
3. Verify that all navigational equipment is functioning properly and accurately,
including the radar, GPS, and echo sounder.
4. Ensure the charts and publications covering the area are up-to-date and properly
corrected.
5. Review the vessel's position, course, and speed and confirm that they are in line
with the intended voyage plan.
6. Confirm the position and status of any other vessels in the vicinity, particularly
those that may be a potential collision risk.
7. Review the vessel's heavy weather procedures and ensure that all crew members
are familiar with their roles and responsibilities.
8. Check the communication systems, including the VHF radio and satellite
communications, to ensure they are in good working order.
9. Ensure that the crew is aware of the potential hazards associated with heavy
weather, including the risk of injury, damage to equipment, and loss of cargo.
10. Make a mental note of the vessel's draft and under keel clearance to ensure
that the vessel has enough water depth to navigate safely in heavy weather.
11. Brief the outgoing watchkeeper about any issues that require attention or
follow-up, such as weather trends or any other concerns.
12. Take over the watch in a calm and methodical manner, paying close attention
to the vessel's position and course as well as any changes in the weather or sea
conditions.

Q) Describe the duties of OOW in restricted visibility when: At Anchor (July-

18, Nov-17)
Ans:- Duties of OOW:-
Before getting into restricted area and making the final approach:
➢ Engine room and anchor party should be informed of time of anchoring.
➢ Have anchors, lights/shapes and sound signalling appliances ready.

On anchoring, a fix on the anchor drop position should be made and the ship's
swinging circle marked. The anchor position should be communicated to the port
authority or VTS. While at anchor, the OOW should:
➢ Determine and plot ship’s position on the appropriate chart. Check should be
maintained on the anchor position to ensure that the ship does not drag anchor,
by taking bearings of fixed navigational marks or readily identifiable shore objects.
Check should be made on under keel clearance. Position can also be checked using
GPS anchor alarm, particularly when using DGPS mode.
➢ Observe meteorological and tidal conditions and the state of the sea.
➢ Particular attention should be paid to check anchor position after change of tide.
➢ Any wind shift or change of weather should be recorded.
➢ Ensure that the state of readiness of main engines and other machinery is in
accordance with the Master’s instructions.

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➢ A proper lookout must be maintained and ship inspection rounds periodically

made, particularly if the ship is anchored in waters, which might present a risk of
attack by pirates or armed robbers.
➢ Ensure that ship exhibits the appropriate lights and shapes and that appropriate
sound signals are made in accordance with all applicable regulations.
➢ Take measures to protect the environment from pollution by the ship and
applicable pollution regulations.
➢ Notify the Master and take all counter measures if ship drags anchor.
➢ The Master should be immediately notified if the ship drags her anchor, and if sea
conditions or visibility deteriorate.

Q) What are the duties of O.O.W when a vessel is at anchor? (May-16) OR

What are the duties of OOW while keeping an anchor watch in a congested
anchorage? (March-17)
Ans:- Keeping Anchor Watch in Congested Anchorage:-
1) Ensure that the ship is not dragging anchor by fixing the position frequently.
2) Check compass error on ship’s head on ebb tide and on flood tide at least once in
a watch.
3) Display prominently, the times and heights of high water and low water for that
day.
4) Check under-keel clearance regularly, especially at low water.
5) Ensure that anchor signals are displayed properly.
6) During daytime, ensure that necessary flags are hoisted correctly.
7) At night, ensure that the upper deck is properly illuminated.
8) Keep a good lookout for:
a. Signals from shore station or other vessels.
b. Passing vessels.
c. Vessels anchoring too closely.
d. Any small craft that may be in need of assistance.
e. Pilot boat, if expected.
f. Unauthorized boats that try to come alongside.
9) Keep VHF on channel in use in the port but guarding channel 16 also.
10) Maintain anti-pilferage watch on deck:
a. In ports where piracy is known to occur special lookouts to be posted fore
and aft provided with portable VHF sets.
b. Hawse pipe covers to be shipped in place and secured against unauthorized
access.
c. Entrances to spaces not actually being used – masthouses, lockers,
storerooms, accommodation, etc., to be locked. Such entrances should be
well illuminated so as to deter anyone from attempting to break in.
d. Any special instructions issued by the port, with regard to piracy, should be
followed.
11) Gangway or pilot ladder should be kept ready, with proper lighting, a life buoy
(with line attached), a heaving line and a boat rope ready.
12) Safe practices, as per ‘Code of Safe Working Practices’, are followed by all.
13) Keep an eye on crew working aloft, on deck or over the side.
14) Look over the side frequently to make sure that no oil is being pumped
overboard.
15) Attend to any boats that come alongside.
16) Watch the weather carefully and inform the Master if there is any significant
change in:
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a. Barometric pressure.
b. Wind direction and force.
c. Direction and height of swell.
d. Storm signals, if any displayed by the port.

Q) Describe the duties of OOW in restricted visibility when: When taking

over a navigational watch at sea. (July-21, Nov-17)
Ans:- Taking over a navigational watch at sea:-
1) Know your Ship inside-out: An efficient navigating officer must know each and
every aspect of his or her ship in order to prevent any kind of accident. From
dimensions to the characteristics of the ships, the officer should know how the
ship will behave under different circumstances. For restricted visibility situation, it
is important that the OOW know the stopping distance of the ship at any particular
RPM in order to control the ship during emergencies.
2) Inform the Master:- During restricted visibility, it is important that the master is
on the bridge. The OOW must call or inform the master regarding the navigating
condition. The officer should also inform the engine room and ask the duty
engineer to man the engine room incase it is on “unmanned” mode.
3) Appoint Adequate Man Power: It is important that enough man power is present
on the bridge in order to keep a close watch on the ship’s course. Additional
personnel must be appointed as “lookout” at different locations on the ship. If
there is traffic in the area, the officer must inform the engine room to have
enough manpower so that the engine is also ready for immediate maneuvering.
4) Keep the Fog Horn Ready:- Ensure that the fog horn is working properly for the
restricted area. If the horn is air operated, drain the line prior to opening the air to
the horn.
5) Reduce Speed: Reduce the speed of the ship depending on the visibility level. If
the visibility is less, bring down the ship to maneuvering RPM.
6) Ensure Navigation Equipment and Light Are Working Properly: Ensure that all
important navigating equipment and navigation lights are working properly during
restricted visibility. The OOW must ensure that the navigation charts are properly
checked for correct routeing and a good radar watch is carried out.
7) Stop All Other Works: Though it’s obvious, but never multi-task during restricted
visibility even if there are more than sufficient people present on the bridge. Also
stop all other deck work and order the crew to go to their respective rooms. This is
to prevent injury to personnel working on open deck in case collision or grounding
takes place.
8) Open/Close Bridge Doors: Ensure that the bridge door is kept open and is without
any obstruction for easy bridge wing access (Considering that the bridge wing is
not enclosed). Also, in case of dust or sand storm, close all the bridge openings.
9) Shut Ventilation: If the ship is passing through a sand storm, the ventilation fans
and accommodation/ engine room ports must be closed to avoid sand particles
from entering bridge, accommodation and engine room.
10) Follow All Procedures: Follow all the important procedures for restricted
visibility as mentioned in COLREG Rule -19. Also monitor channel 16 in the radio
and ensure that all important parameters of the ship such as latitude and
longitude, time, speed etc. are noted in the log book.

Q) What does the STCW say regarding performing a deck watch in general
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and particularly on ships carrying hazardous cargo? (Sept-21)

Ans:- The STCW Code provides guidance and requirements for the performance of a
deck watch on ships, including those carrying hazardous cargo. Some of the key
points to note are:

General Requirements:
➢ Deck watchkeepers must be trained, qualified and designated to perform
watchkeeping duties in accordance with STCW requirements.
➢ They should be capable of performing the duties and responsibilities of a
watchkeeper, which include maintaining a proper lookout, monitoring and
controlling the ship's movement, and responding to emergencies.
➢ The minimum manning requirements for the deck watch should be in accordance
with the ship's Safe Manning Document.

Ships carrying hazardous cargo:

➢ Deck watchkeepers on ships carrying hazardous cargo must receive additional
training to familiarize themselves with the hazards associated with the cargo.
➢ They should be aware of the potential risks associated with the cargo, and the
precautions that need to be taken to prevent accidents or incidents.
➢ They should be familiar with the procedures for handling, stowing and securing the
cargo, as well as the emergency procedures in case of a spill, leak or other
incident.
➢ The deck watch should be aware of the locations of the hazardous cargo on board,
and the precautions to be taken when working in the vicinity of the cargo.

Overall, the STCW Code emphasizes the importance of having properly trained and
qualified deck watchkeepers on board ships, especially those carrying hazardous
cargo. Their responsibilities include maintaining a proper lookout, monitoring the
ship's movement, and responding to emergencies, with due consideration to the
hazards associated with the cargo.

Q) List the duties and responsibilities of a navigation watch-keeper while

vessel is navigation in: Pilot on Board (Oct-20, March-20, March-19, March-18,
Jan-18)
Ans:- Navigation with Pilot on Board:-
➢ Immediately on arrival in bridge, Pilot to be informed of ship’s heading, speed,
engine setting and draft.
➢ Master pilot exchange to be carried out.
➢ Pilot informed of LSA provided on bridge, discuss about any ISPS requirement if
any.
➢ Completed Pilot Card handed to pilot.
➢ Pilot referred to Wheelhouse Poster.
➢ Familiarization of bridge and communication systems to be given to pilot.
➢ Discuss about status of anchors.
➢ Any other relevant procedures / checklist as per SMS to be complied with.
➢ Details of proposed passage plan discussed with the pilot and agreed with the
master including: UKC, radio communications and reporting requirements.
➢ Discuss about the watchkeeping arrangement and crew stand by arrangements
including tose who are stand by forward, discuss about abort points and
contingency anchorages.
➢ Responsibilities within the bridge team for the pilotage defined and clearly
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understood.
➢ Discuss about requirement of local regulation including hoisting of a flag, shape of
exhibition of light etc.
➢ Discuss about the following:-
o Configuration of ropes (fwd & aft.)
o Which line to be the first line (fwd & aft.)
o Any mooring boat available
o How many tugs & points where these tugs to be fast, power of the tugs
(bollard pull etc), what time tugs expected in order to give notice to ship
staff.
➢ Lighting arrangement for stations must be consulted prior to switching on lights
especially for fwd stn (lights preferably facing fwd).
➢ Discuss about information related to berthing / anchoring arrangements.
➢ Discuss about expected traffic during transit, pilot change over arrangements,
fender requirements. Discuss about instructions for pilot ladder / accommodation
ladder.
➢ Watchkeeping level to be as per company’s SMS.
➢ Progress of the ship and execution of orders being monitored by the master and
OOW, position fixing to be done as per position plotting interval as ordered by
Master, Parallel indexing technique to be used as and when possible.
➢ Traffic situation to be monitored, keep eye on all the vessels in the vicinity and
data pertaining to CPA, TCPA, range, bearing, bow crossing range, bow crossing
distance. Good look out to be maintained, long range scanning to be done to
detect the object in ample time.
➢ Comply with COLREGS/ local regulations, effectiveness of action to be checked.
➢ UKC to be monitored.
➢ Any instruction as per Masters standing orders, bridge orders to be complied with.
➢ VTS to be reported (normally done by pilot), VHF to be maintained on required
frequencies.
➢ E/R and ship’s crew regularly briefed on the progress of the ship during pilotage.
➢ Arrangement to relieve officers, helmsman, look out, and those stand by for
anchor party to be done.
➢ Ensure Master’s orders and pilot’s advice is complied with.
➢ Monitor all the displays on bridge – tachometer, rudder angle indicator, ROTI,
anemometer etc, also displays for course steered and course made good, speed
through water and speed over ground etc.

Q) What is the role of a Pilot on board ship? What is the responsibility of the
Bridge Team when a Pilot is on board and what is meant by the term
“Challenge the Pilot”? (Aug-21)
Ans:- The role of a Pilot on board ship is to assist the Master and the Bridge Team in
safely navigating the vessel through restricted or unfamiliar waters, such as ports,
narrow channels, or pilotage areas. The Pilot is an experienced navigator with
knowledge of local conditions, such as tidal currents, shoals, or other hazards, and is
responsible for advising the Bridge Team on the best course of action to safely
navigate the vessel.

When a Pilot is on board, the Bridge Team has the responsibility to work closely with
the Pilot to ensure the safe navigation of the vessel. This includes:
1. Cooperating with the Pilot: The Bridge Team should work closely with the Pilot and
follow their instructions, as the Pilot has the authority to direct the vessel's
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movements.
2. Monitoring the Pilot's actions: The Bridge Team should monitor the Pilot's actions
and provide feedback as necessary, such as pointing out hazards or questioning
the Pilot's decisions.
3. Challenging the Pilot: If the Bridge Team observes any unsafe actions or
deviations from established procedures, they have the responsibility to challenge
the Pilot and raise any concerns with the Master.

The term "Challenge the Pilot" refers to the Bridge Team's responsibility to question
the Pilot's actions or decisions if they perceive any unsafe conditions or deviations
from established procedures. Challenging the Pilot is an important safety measure to
ensure that the vessel is safely navigated and that any potential hazards are
identified and addressed in a timely manner.

Q) What is the need for the “Master Pilot Exchange”? (Aug-21)

Ans:- The Master Pilot Exchange (MPX) is a procedure that is carried out when a Pilot
comes on board a vessel to assist with navigation in restricted or unfamiliar waters.
The MPX is an important communication process between the Pilot and the Master,
which helps to ensure a safe and effective navigation of the vessel.

The need for the Master Pilot Exchange arises from the fact that the Pilot and the
Master may have different backgrounds, experiences, and expectations regarding the
navigation of the vessel. The MPX allows the Pilot and the Master to exchange
information about the vessel, the planned route, local conditions, and any other
relevant information, which can help to ensure that the vessel is safely navigated
through the pilotage area.

Some of the key benefits of the Master Pilot Exchange include:

➢ Improved communication: The MPX helps to establish clear lines of communication
between the Pilot and the Master, which can help to avoid misunderstandings and
errors.
➢ Shared knowledge: The MPX allows the Pilot and the Master to share their
knowledge and expertise, which can help to identify potential hazards and
determine the best course of action for the vessel.
➢ Enhanced situational awareness: The MPX helps to improve the situational
awareness of both the Pilot and the Master, which can help to prevent accidents
and ensure a safe and efficient navigation of the vessel.

Q) List the exchange of information between the Master and Pilot when the
pilot boards the vessel. (Sept-21)
Ans:- When a Pilot boards a vessel, there is a formal exchange of information
between the Master and the Pilot. The information exchange typically includes the
following:
1. Pilot's name and rank
2. Pilot's license number
3. Pilot's experience in the area and with the type of vessel
4. Vessel's name, flag, and port of registry
5. Vessel's draft, length overall, beam, and air draft
6. Vessel's propulsion and steering systems
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7. Vessel's speed and maneuvering characteristics

8. Vessel's current position, course, and speed
9. Vessel's intended route and destination
10. Navigational equipment and aids available on board
11. Communication equipment and procedures
12. Emergency procedures and contingency plans
13. Any restrictions or limitations on the vessel's maneuverability
14. Any local regulations or requirements for navigation, pilotage, or reporting
15. Any other relevant information that may affect the safe navigation of the
vessel.

The exchange of information is critical to ensure effective communication and

coordination between the Master and the Pilot during the pilotage operation. This
helps to ensure that the vessel is safely maneuvered through the waterway and any
potential risks or hazards are identified and addressed in a timely manner.

Q) Explain your action as a watch keeping officer under following cases:

Unmarked navigational mark sighted. (Jan-23)
Ans:- As a watch keeping officer, my actions upon sighting an unmarked navigational
mark would include:
➢ Taking note of the location of the unmarked navigational mark.
➢ Determining the closest charted navigational mark and estimating the position of
the unmarked navigational mark.
➢ Assessing the potential impact of the unmarked navigational mark on the vessel's
safe passage, such as the risk of grounding, collision or other hazards.
➢ Reducing the vessel's speed to a safe speed, and monitoring the situation closely.
➢ Alerting the bridge team and calling the Master to the bridge to inform them of the
situation.
➢ Broadcasting a navigational warning to other vessels in the area.
➢ Taking appropriate action to avoid the unmarked navigational mark, such as
altering course, if necessary.
➢ Reporting the sighting to the relevant authorities, such as the Coast Guard or
other maritime authorities.
➢ Documenting the incident in the vessel's navigational logbook.
It is essential to take prompt action upon sighting an unmarked navigational mark to
prevent any potential hazards to the vessel and crew

Q) Explain the following terminology and expression used in anchor work:

Anchor coming home (July-17)
Ans:- Anchor Coming Home: When the anchor is being drawn Towards the ship in the
operation of heaving away, by Means of the windlass or the cable holder/capstan, the
Anchor is said to be coming home. Instead of the ship being drawn towards the
anchor, the reverse is happening.

Q) Explain the following terminology and expression used in anchor work:

Foul Hawse (July-17)
Ans:- Foul Hawse: this term is used to describe the crossing of the anchor cables,
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when both cables are being used at the same time, as with a running standing or
open moor, owing to the uncontrolled swinging of the vessel when Anchored with
both anchors (moored).

Q) Explain the following terminology and expression used in anchor work: To

grow (July-17)
Ans:- Grow:- The cable is said to grow when the exposed part of the chain above the
surface, is seen to expand towards the Anchor.

Q) Explain the following terminology and expression used in anchor work:

Shortening-in-cable (July-17)
Ans:- Shorten Cable: To heave in, a portion of the cable so as to reduce the scope.

Q) Explain the following terminology and expression used in anchor work: To

veer cable (July-17)
Ans:- Veer Cable: To pay out cable under power, by walking back the gypsy of the
windlass.

Q) Explain Term “Responsibility” as per Rule 2 of Rule of the Road (RoR).

(Oct-21)
Ans:- According to Rule 2 of the International Regulations for Preventing Collisions at
Sea (COLREGS), "Responsibility" means that a vessel is responsible for taking all
necessary action to avoid collision, and should not rely solely on compliance with the
rules. The term implies that a vessel has a duty to act in a proactive manner to avoid
a collision, rather than simply following the rules and assuming that the other vessel
will do the same.

Under Rule 2, the following factors are taken into account when determining a
vessel's responsibility for avoiding a collision:
➢ The risk of collision
➢ The ability of the vessels to take avoiding action
➢ The presence of any special circumstances that may affect the safe navigation of
the vessels, such as restricted visibility, traffic density, or vessel traffic services
➢ The limitations of the vessels, including their size, draft, and maneuverability.

BRIDGE RESOURCE MANAGEMENT

Q) What is Bridge Resource Management? (July-21)

Bridge Resource Management (BRM) is a management system that aims to improve
the safety and efficiency of navigation on a vessel's bridge. BRM is human factors
approach that considers the capabilities, limitations, and behaviours of individuals
and teams on the bridge, and seeks to optimize their performance through effective
communication, coordination, and decision-making.

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