PHASE – II {CHIEF MATE} – Bridge Watch-Keeping, Ship Handling & Emergencies – Solved Past Papers

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August ’19 to January’21

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Sr. No. CONTENTS Page No.

1. WATCH KEEPING ARRANGEMENTS AND PROCEDURES 1

2. NAVIGATIONAL WATCH 2

3. MASTER - PILOT INFORMATION EXCHANGE 4

4. VTS_VTMS 6

5. RESPOND TO EMERGENCIES 9

6. CONTINGENCY PLANNING 14

7. TOWING 20

8. SEARCH AND RESCUE 23

9. IAMSAR 26

10. MANEOUVERING 32

PRECAUTIONS IN MANOEUVRING THE SHIP TO BE ABLE TO LAUNCH RESCUE

11. 39
BOATS IN BAD WEATHER

12. SHIP HANDLING 40

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WATCH KEEPING ARRANGEMENTS AND PROCEDURES

Q) What all factors would you bear in mind before choosing a particular safe anchorage? (Nov-20)
Ans:- Factors to bear in mind while determining Safe Anchorage / Anchor Planning:-
1) Position of anchoring defined.
2) Depth of water and amount of cable.
3) State of tide HW/LW, rise of tide.
4) Type of holding ground.
5) Prevailing weather and shelter.
6) Underwater obstructions.
7) Rate of current.
8) Swinging room from surface objects.
9) Length of time vessel intend to stay.
10) Ship’s draft and UKC.
11) Use of 1 or 2 anchors.
12) Proximity of other shipping.
13) Local hazards outfalls etc.
14) Current weather and expected.
15) Position fixing method.
16) Distance from shore by launch.
17) Types of anchors and holding power.
18) Wind direction.
19) Speed of approach.
20) Night or day signals.

Q) Describe the procedure for entry into an enclosed space with respect to carrying out a risk
assessment, permit to work, duties of personnel and communications etc. (Feb-20)
Ans:- Enclosed Space Entry:
The steps below provides an overview of entry procedures:
Before Entry All parties to discuss the job to be done in the space:
 What are the hazards of the space and how can they be controlled?
 What are the hazards of the job and how can they be controlled?

Risk assessment:
 Document the hazards and necessary safety measures and controls

Secure the space:

 Empty the space if necessary and take steps to prevent the space filling up:
• Lock out valves and pumps; and
• Place notices forbidding their operation.
• Is the space adjacent to other tanks, holds, or pipelines which if not secure
could present a danger?

Ventilate:
 Allow sufficient time for the space to be thoroughly ventilated naturally or
mechanically.
 Guard any openings against accidental and unauthorized entry.

Test:
 Test the atmosphere in the space for oxygen content and the presence of flammable
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and toxic gases or vapours.

 Do not enter until the atmosphere has been determined to be safe.

Permit – complete an enclosed space entry permit to work, confirming that:

 The hazards of the job and of the space have been dealt with.
 The atmosphere in the space is safe and ventilated.
 The space will be adequately illuminated.
 An attendant at the entrance has been appointed.
 Communications have been established between bridge and entry point, and entry.
 Emergency rescue equipment is available at the entrance and there are sufficient
personnel on board to form a rescue party.
 All personnel involved are aware of the task and the hazards, and are competent in
their role.
During Entry  Ensure the space is suitably illuminated.
 Wear the right PPE.
 Continue to ventilate the space.
 Test the atmosphere at regular intervals.
 Communicate regularly.
 Be alert, and leave the space when requested or if you feel ill.
After Entry  Ensure all equipment and personnel are removed from the space.
 Close the access of the space to prevent unauthorized entry.
 Close the entry permit.
 Reinstate any systems as appropriate.

Q. How would you confirm that your vessel is brought up during anchoring? (Aug-19)
Ans:- Anchoring Brought up:-

 A vessel is said to be brought up when her way has stopped and she is riding to her anchor, with the
anchor holding.
 The terms ‘come to’ and ‘got her cable’ are sometimes used to mean the same thing.
 The officer in charge of an anchor party will know when the vessel is brought up, by the cable rising up
from the surface towards the hawse pipe when the brake is holding it.
 The vessel should then move towards the anchor, causing the cable to drop back and make a catenary.

NAVIGATIONAL WATCH
Q) How will you, as a relieving officer, take over a navigational watch at sea, in restricted visibility? (Feb-
20)
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

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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.
 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

1 Has the following equipment been checked to ensure that it is 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 engines put on
3 
standby?
Are the COLREGS being complied with, particularly with regard to rule 19 and
4 
proceeding at a safe speed?
5 Is the ship ready to reduce speed, stop or turn away from danger? 

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If the ship's position is in doubt, has the possibility of anchoring been

6 
considered?
7 Other checks: 
- 
- 
- 

MASTER-PILOT INFORMATION EXCHANGE

Q) What are the information exchanged between Pilot, Master and the Bridge Team prior to
commencement of the passage with Pilot on board. (Jan-21)
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 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.
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 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) Explain master-pilot exchange with special reference to passage plan, UKC, safe speed, duties of
bridge team and contingency planning. (Nov-19) OR
Q) What are the contents and significance of master-pilot information exchange? (Feb-20)
Ans:- Contents of Pilot / Master boarding exchange information card:
1. Navigation Advice to Pilot
 Vessel’s heading, speed, RPM. (speed increasing/ decreasing)
 Distance off/ bearing of nearest appropriate navigating/ aid or landmark
 ETA at next course change position, next course/ heading
 Point out converging and close – by traffic
 Depth of water under the keel
 Any other items
2. Reach Agreement on Underway Procedures
 Manoeuvres for narrows, bends, turns, etc
 Courses/ headings, distance off danger areas, maximum speed
 Restrictions: day versus night movement/ berthing
 Tide and current conditions not acceptable
 Minimum acceptable visibility at any point
 Use of anchor (planned, emergency)
 Manoeuvres not requiring tugs
 Manoeuvres requiring tugs
 Number of tugs required (and when)
 Source of tug securing lines: ship or tug
 Push/ pull power of required tugs
 Communications procedure between vessel and tugs
 Placement of tugs alongside
 Crew standby requirement – number available and stations
 Expected time vessel has to arrive at berth/ turning basin at high / low / slack wateraverage
 speed to his positions
 Any other items
3. Reach Agreement on Mooring / Unmooring Procedures
 Maximum acceptable wind force and direction
 Unmooring procedures without tugs in event of emergency
 Sequence of running out/retrieving-mooring lines / Wires
 Mooring lines to be run out by launch and time to run lines
 Provision for dock line handlers
 Determine which side to
 Fire wires required
 Any other items

Information to be provided by Pilot

Pilot Mr. _______________ Date ________
Please provide following information to the Master:
 Intended navigation plan for the passage.

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 Speed(s) required at different stages of the passage.

 Any navigation restrictions: - Dry versus night navigation etc.
 Status of navigational aids in Pilot age waters.
 Tides, currents, weather anticipated.
 Expected traffic conditions.
 Any other information critical to the safe passage.
 Contingency plans, alternative routes (if available).
 Minimum visibility acceptable at any time.
Use of critical /anchors (planned or emergency).

Significance of Master-Pilot information exchange:

1) The pilotage passage plan will need to be discussed with the pilot as he comes onboard.
2) Any amendments to the plan should be agreed and any consequential changes in individual bridge
team responsibilities made before pilotage commences.
3) Where pre-arrival exchange has not taken place extra time and sea room may need to be allowed
before pilotage commences under to discuss the plan fully.
4) The Pilot should be handed over the Pilot Card and shown the Wheelhouse Poster.
5) The Wheelhouse Poster provides a summary of ship manoeuvring information. A manoeuvring booklet,
containing more detailed information may also be available on the bridge.
6) The pilot has specialised knowledge of navigation in local waters.
7) The master may delegate the conduct of the ship to the Pilot who directs the navigation in close co-
operation with the Master and / or the OOW.
8) It is important that the responsibilities of the master and the Pilot are clearly understood.
9) The pressure of a pilot does not relieve the master or the OOW of their duties or obligations for the
safety of a ship.
10) Both should be prepared to exercise their right not to proceed to a point where the ship would not be
to maneuvering or would be in danger.
11) The safe progress of the ship along the planned tracks should be closely monitored at all times which
includes regular position fix, monitoring underkeel clearance.
12) Verbal orders from the pilot also need to be checked to confirm that they have been correctly carried
out.
13) This includes monitoring both the rudder angle and RPM indicator when helm and engine orders are
given.
14) OOW should always seek clarification from the pilot when in doubt of pilot actions or intentions. If a
satisfactory explanation is not given, he should notify the Master immediately.

VTS/ VTMS

Q) Describe the salient features of: Vessel Traffic Services (VTS) (Nov-20)
Ans:- The purpose of VTS is to improve the maritime safety and efficiency of navigation, safety of life at sea
and the protection of the marine environment and/or the adjacent shore area, work sites and offshore
installations from possible adverse effects of maritime traffic in a given area. VTS may also have a role to
play in security.
The benefits of implementing a VTS:-
 It allows identification and monitoring of vessels, strategic planning of vessel movements and provision
of navigational information and navigational assistance.
 It can assist in reducing the risk of pollution and, should it occur, coordinating the pollution response.
Many authorities express difficulty in establishing justifiable criteria for identifying whether VTS is the
most appropriate tool to improve the safety and efficiency of navigation, safety of life and the
protection of the environment.

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 A VTS is generally appropriate in areas that may include any, or a combination, of the following:
o high traffic density;
o traffic carrying hazardous cargoes;
o conflicting and complex navigation patterns;
o difficult hydrographical, hydrological and meteorological elements;
o shifting shoals and other local hazards and environmental considerations;
o interference by vessel traffic with other waterborne activities;
o number of casualties in an area during a specified period;
o existing or planned vessel traffic services on adjacent waterways and the need for cooperation
between neighbouring states, if appropriate;
o narrow channels, port configuration, bridges, locks, bends and similar areas where the progress
of vessels may be restricted; and
o existing or foreseeable changes in the traffic pattern in the area.

Q) VTS has 3 main functions of Information, Traffic Organisation & Navigation Discuss each of the
functions. (Jan-21)
Ans:- VTS category – Information Service: Defined by IMO as ‘a service to ensure that essential information
becomes available in time for on-board navigational decision-making’. The information service comprises
broadcasts of information at fixed times or when deemed necessary by the VTS Authority or at the request
of a vessel, and may include for example :
1) Reports on the position, identity and intentions of other traffic;
2) Waterway conditions;
3) Weather;
4) Navigational hazards;
5) Any other factors that may influence the vessel’s transit.

Navigational Assistance Service: Defined by IMO as ‘a service to assist on-board navigational decision-
making and to monitor its effects, especially in difficult navigational or meteorological circumstance or in
case of defect or deficiencies.’ There may be occasions when an increased or new risk makes it appropriate
to enhance the service through the additional provision of a Navigational Assistance Service. The IMO
Resolution explains the key tenets of this service as:
1) A service that is intended to assist in the navigational decision making process on board and to monitor
its effects.
2) Particularly relevant to:
a) Difficult navigational circumstances;
b) Difficult meteorological conditions;
c) Vessel defects or deficiencies.
3) A service that is rendered at the specific request of a vessel or by a VTS Authority when deemed
necessary.
4) A service that is provided only on specified occasions and under clearly defined circumstances.
5) The beginning and end of navigational assistance should be clearly stated by the vessel or the VTS and
acknowledged by the other party.

The IALA VTS Manual indicates that Navigational Assistance Service can fall into one of two categories,
depending on whether navigational information or advice is given. Navigational Assistance Service
consisting only of the giving of navigational information is referred to in this guidance as Contributory.
Navigational Assistance Service consisting of the giving of navigational advice as well as navigational
information is referred to as Participatory. The definitions, particularly of the Participatory service, are
open to interpretation and for the avoidance of doubt their meaning is refined and expanded as follows.

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I) Contributory Navigational Assistance Services:

A Contributory Navigational Assistance Service is solely the provision of factual navigational information to
assist the on-board decision making process.
The information is provided either in response to a specific request from a vessel or when the VTS
Authority perceives that the information would be of use to the vessel.
A Contributory Navigational Assistance Service may include information on :
1) Courses and speeds made good;
2) Positions relative to fairway axis and waypoints;
3) Positions, identities and intentions of surrounding traffic;
4) Warnings of dangers.

II) Participatory Navigational Assistance Service:

In a Participatory Navigational Assistance Service, the VTS can become involved in the on-board decision
making process by providing navigational advice. Through the exchange of information between vessel and
VTS, an agreed course of action may emerge. However, any recommendations from the VTS must be result
orientated and must not include specific instructions on courses to steer and speed through the water. As
with the Contributory service, it is provided on specific request or when perceived necessary by the VTS
Authority, in the interests of safety.
Dependent on the complexity of the situation and the level of risk mitigation required, consideration
should be given to the following :
(1) Authorisations of operators providing the service and recording of such authorisations;
(2) The need to reflect this category of service in the On the Job Training of VTS Operators;
(3) Operator work load during Participatory Navigational Assistance Service, including other responsibilities
and activities, and the number of vessels being monitored or advised;
(4) Use of a discrete frequency;
(5) Increased traffic restrictions;
(6) The requirements of the Pilotage Act 1987.

Traffic Organisation Service: Defined by IMO as ‘a service to prevent the development of dangerous
maritime traffic situations and to provide for the safe and efficient movement of vessel traffic within the
VTS Area.’
The provision of a Traffic Organisation Service includes a comprehensive and dedicated service,
throughout the declared service period, without which the long term planning of traffic movement and
developing situation would not be possible. This service is, by its nature, more comprehensive than an
Information Service, the capability of which it necessarily includes.
Where the risks identified through the formal risk assessment are such that the only appropriate
mitigating measure is the provision of service that monitors vessel traffic movement and enforces
adherence to governing rule and regulation, a Traffic Organisation Service should be considered
appropriate.
A Traffic Organisation Service is concerned with, for example :
1) Forward planning of vessel movements;
2) Congestion and dangerous situations;
3) The movement of special transports;
4) Traffic clearance systems;
5) VTS sailing plans;
6) Routes to be followed;
7) Adherence to governing rules and regulations.
Instructions given as part of a Traffic Organisation Service shall be result orientated, leaving the details of
the execution to the vessel.

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Q) Describe the salient features of: Ship Reporting System (SRS) (Nov-20)
Ans:- Ship Reporting Systems:
1) Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and / or
protection of the marine environment. A ship reporting system, when adopted and implemented in
accordance with the guidelines and criteria developed by the Organization pursuant to this regulation,
shall be used by all ships or certain categories of ships or ship’s carrying certain cargoes in accordance
with the provisions of each system so adopted.
2) The Organization is recognised as the only international body for developing guidelines, criteria and
regulations on an international level for ship reporting systems. Contracting Government shall refer
proposals for the adoption of ship reporting systems to the Organization. The Organization will collate
and disseminate to Contracting Governments all relevant information with regard to any adopted ship
reporting system.
3) The initiation of action for establishing a ship reporting system is the responsibility of the Government
or Governments concerned. In developing such systems provision of the guidelines and criteria
developed by the Organization shall be taken into account.
4) Ship reporting systems not submitted to the Organization for adoption do not necessarily need to
comply with this regulation. However, Governments implementing such systems are encouraged to
follow, wherever possible, the guidelines and criteria developed by the Organization. Contracting
Governments may submit such systems to the Organization for recognition.
5) Where two or more Governments have a common interest in a particular area, they should formulate
proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before
proceeding with a proposal for adoption of a ship reporting system, the organization shall disseminate
details of the proposal to those Governments which have a common interest in the area covered by
the proposed system. Where a coordinated ship reporting system is adopted and established, it shall
have uniform procedures and operations.
6) After adoption of a ship reporting system in accordance with this regulation, the Government or
Governments concerned shall take all measures necessary for the promulgation of any information
needed for the efficient and effective use of the system. Any adopted ship reporting system shall have
the capability of interaction and the ability to assist ships with information when necessary. Such
systems shall be operated in accordance with the guidelines and criteria developed by the Organisation
pursuant to this regulation.
7) The master of a ship shall comply with the requirements of adopted ship reporting systems and report
to the appropriate authority all information required in accordance with the provisions of each such
system.
8) All adopted ship reporting systems and actions taken to enforce compliance with those systems shall
be consistent with international law, including the relevant provisions of the United Nations
Convention on the Law of the Sea.
9) Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties
of Governments under international law or the legal regimes of straits used for international navigation
and archipelagic sea lanes.
10) The participation of ships in accordance with the provisions of adopted ship reporting systems shall be
free of charge to the ships concerned.
11) The organization shall ensure that adopted ship reporting systems are reviewed under the guidelines
and criteria developed by the Organization.

RESPOND TO EMERGENCIES

Q) Explain the various situations under which decision to abandon ship must be taken. What are the
preparations to be taken prior abandoning ship? Explain the procedure for abandoning ship and the
initial actions to be taken onboard the survival craft after leaving the vessel. (Jan-21)

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Ans:- Abandon ship drill SOLAS 3.3:

3.3.3 Except as provided in paragraphs 3.3.4 and 3.3.5, each lifeboat shall be launched with its assigned
operating crew aboard and manoeuvred in the water at least once every three months during an abandon
ship drill.
3.3.4 Lowering into the water, rather than launching of a lifeboat arranged for free-fall launching, is
acceptable where free-fall launching is impracticable provided the lifeboat is free-fall launched with its
assigned operating crew aboard and manoeuvred in the water at least once every six months.
However, in cases where it is impracticable, the Administration may extend this period to 12 months
provided that arrangements are made for simulated launching which will take place at intervals of not
more than six months.
3.3.5 The Administration may allow ships operating on short international voyages not to launch the
lifeboats on one side if their berthing arrangements in port and their trading patterns do not permit
launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once every three
months and launched at least annually.
3.3.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats,
shall be launched each month with their assigned crew aboard and manoeuvred in the water. In all cases
this requirement shall be complied with at least once every three months.
3.3.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the procedures
required for the deployment of such a system up to the point immediately preceding actual deployment of
the system. This aspect of drills should be augmented by regular instruction using the on-board training
aids required by regulation 35.4. Additionally every system party member shall, as far as practicable, be
further trained by participation in a full deployment of a similar system into water, either on board a ship
or ashore, at intervals of not longer than two years, but in no case longer than three years. This training
can be associated with the deployments required by regulation 20.8.2.
[Note: MC 92 adopted amendments to SOLAS regulation III/19, on emergency training and drills, to
mandate enclosed-space entry and rescue drills, which will require crew members with enclosed space
entry or rescue responsibilities to participate in an enclosed-space entry and rescue drill at least once
every two months. The amendments are expected to enter into force on 1 January 2015.]

Q) Heavy weather conditions are prevailing and you suspect your vessel is dragging anchor. What are
the various actions you would take for safety of the vessel? (Nov-20)
Ans:- Actions you would take for safety of the vessel in case of Vessel Dragging Anchor:
 One of the fundamental principles of the anchor watch is to ensure that the vessel does not break her
anchor out and drag away from the anchor position. To this end, the weather conditions, state of
currents and tides should be continuously monitored throughout the watch period.
 Normal procedure for the watch officer at anchor would be to regularly verify the ship’s position.
 Where dragging is suspected, the ship‟s position would be expected to change.

Such movement may be ascertained by any or all of the following methods:

1) Check the anchor bearings of the fixed landmarks. These references should be retained on the chart
during the period of the anchorage; they should also be entered in the ship’s deck logbook. If they are
changing, the ship’s position is changing and the vessel must be assumed to be dragging.
2) Obtain an immediate positional check from the GPS operation, to ensure that the instrument co-
ordinates correspond to the Latitude and Longitude of the ship’s anchored position. Any discrepancy in
position, the vessel must be assumed to be dragging its anchor.
3) Engage the variable range marker of the ship’s radar onto a fixed land object. If the range between ship
and landmark opens or closes then the vessel can be assumed to be dragging its anchor.
4) Direct observation and hand contact with the anchor cable may give further indication that the ship is
dragging its anchor. A dragging anchor would usually generate excessive vibration through the length
of the cable, which could also indicate dragging (depending on the nature of the holding ground).

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5) A hand lead over the bridge wing with the lead on the sea bed. If the vessel was dragging its anchor the
lead of the line to the lead would stretch forward towards the position of the anchor, indicating that
the ship was dragging its anchor.
6) The use of beam transit bearings is also considered as a good indicator that the vessel may be dragging
her anchor. However, the use of transits alone should not be accepted as being totally reliable, and
would normally be used in conjunction with other methods of ascertaining movement in the ship’s
position.

Q) What actions will you take if your vessel has collided with another vessel keeping the Safety of Crew
and the vessel in mind? (Nov-20)
Ans:- Collision at sea:- The first four duties mentioned below are extremely urgent and must be executed
in very quick sequence.
1) Stop engine.
2) Mark the position quickly, for future reference, by pressing the „Man overboard‟ button on the GPS
receiver. Such a button is available on most types of receivers.
3) Inform engine room:
a. We have collided with another ship.
b. I am sounding the General Alarm purely as a precaution.
c. Keep engine room watch keepers below until further orders.
d. Sound all tanks and bilges of engine room.
e. Report any leak or damage as soon as it is noticed.
4) Sound the General Alarm – the Master will rush to the bridge on hearing this so there is no need to
inform him separately. The rest of the ship‟s company, except the engine room watch keepers, would rush
to the boat deck.
5) Change over to hand steering.
6) Switch on ARPA/ Radar if not already on.
7) If possible, read the name and port of registry of the other ship. The use of the daylight signaling lamp
would be necessary during darkness.
8) If night time, switch on floodlights on deck.
9) Mark the own ship’s position by a cross on the chart, for ready reference by the Master. Clearly write
the latitude, longitude, ship’s time and UTC of the collision. These particulars will be required for sending
out radio messages later on.
10) Display NUC signal – by day: two black balls. By night: two all-round red lights in lieu of the masthead
lights. The side lights and the stern light should be switched off only after the ship has completely lost all
headway.
11) Keep a record of all events, and their timings, in the Bridge Notebook.
12) Entries in the Mate’s Logbook should be made at a subsequent, convenient time.
13) Carry out Master’s orders. Orders, such as those listed below, should be anticipated by the OOW and if
and when necessary, he should remind the Master.
In the interest of overall efficiency, most Masters would welcome such reminders from the OOW so long
as they are given respectfully, tactfully and at the proper time.
14) Communications officer to send “Urgency Signal”.

Q) Describe the actions required upon receipt of a distress message at sea and the subsequent actions if
you are nominated as the OSC by the MRCC. (Nov-19)
Ans:- Carriage of IAMSAR Volume 3 is compulsory for vessels from 1 January 2004.
It includes details on search engine to be utilized by both surface and aircraft in single or combined
searches, methods of intercept and contains useful advice on preparations and signals for responding to

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distress scenarios.
A good working knowledge of this volume is essential for all watchkeeping officers.

The following immediate action should be taken by any ship receiving a distress message:
 Inform the Master.
 Acknowledge receipt of message and gather the following information from the vessel in distress if
possible:
– position of distressed vessel
– distressed vessel‘s identity, call sign, and name
– number of POBs
– nature of the distress or casualty
– type of assistance required
– number of victims, if any
– distressed vessel‘s course and speed
– type of vessel, and cargo carried
– any other pertinent information that might facilitate the rescue

Maintain a continuous watch on the following international frequencies, if equipped to do so:

 500 kHz (radiotelegraphy)
 2182 kHz (radiotelephony)
 156.8 MHz FM (Channel 16, radiotelephony) for vessel distress
 121.5 MHz AM (radiotelephony) for aircraft distress.

OSC duties:
 Co-ordinate operations of all SAR facilities on-scene.
 Carry out the received search action plan or rescue plan from the SMC or plan the search or rescue
operation, if no plan is otherwise available. (See Planning and conducting the search in this section.)
 Modify the search action or rescue action plan as the situation on-scene dictates, keeping the SMC
advised (do in consultation with the SMC when practicable).
 Co-ordinate on-scene communications.
 Provide relevant information to the other SAR facilities.
 Monitor the performance of other participating facilities.
 Ensure operations are conducted safely, paying particular attention to maintaining safe separations
among all facilities, both surface and air.
 Make periodic situation reports (SITREPs) to the SMC. The standard SITREP format may be found in
appendix D. SITREPs should include but not be limited to:
o weather and sea conditions
o the results of search to date
o any actions taken
o any future plans or recommendations.
 Maintain a detailed record of the operation:
o on-scene arrival and departure times of SAR facilities, other vessels and aircraft engaged in the
operation
o areas searched
o track spacing used
o sightings and leads reported
o actions taken
o results obtained.
 Advise the SMC to release facilities no longer required.
 Report the number and names of survivors to the SMC.
 Provide the SMC with the names and designations of facilities with survivors on board.
 Report which survivors are in each facility.

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 Request additional SMC assistance when necessary (for example, medical evacuation of seriously
injured survivors).

Q. What are actions to be taken in case of dragging anchor and delay in readiness of the engines? (Aug-
19)
Ans:- Actions to be taken in case of dragging anchor and delay in readiness of the engines:-
 Inform Master.
 Sound Uniform on ship whistle (two short blast followed by one long blast; to attract the attention of
other vessel and to indicate that “You are running into danger.)
 Stop all cargo operations and prepare vessel for manoeuvring. Let go cargo barges and crane barges if
they are alongside.
 Inform and alert Vessel traffic system (VTS) and other vessels nearby about the condition and inform
about the actions taken. Seek permission for re-anchoring.
 Start heaving up the anchor and once the vessel’s maneuverability is restored, shift the anchorage
position where drifting can be safer or take to the open sea.
 Deploy more cables or drop a second anchor (not recommended for big vessels) before the speed of
dragging of the vessel increases.
 This can stop the small vessel from dragging anchor at very early stage before the ship is pressed to
leeward side with increasing speed.
 If the scenario permits, let the vessel drag in a controlled manner. But this is not recommended in
areas where offshore work such as oil and gas operations are being carried out, which can result in
damaging the submerged pipe lines, cables etc.
 Release the bitter end and let go the anchor completely, when weighing of anchor is not possible. A
ship without minimum of 2 anchors is not considered to be sea worthy, a careful assessment is to be
made prior making this decision.
 If Weather permits, call (tugs) for assistance.

Q. Discuss how ISM code helps to tackle on emergency situation. (Aug-19)

Ans:- ISM code helps to tackle on emergency situation:-
 Objective of ISM Code is to ensure safety at sea, prevention of human injury or loss of life avoidance of
damage to environment especially to marine environment.
 Purpose of ISM Code to provide an international standard for safe management, operation of ships and
for pollution prevention.
 Emergency Preparedness: ISM Code ensures the following procedures are implemented
o The Company should establish procedures to identify, describe and respond to potential
emergency shipboard situations.
o The Company should establishes programmes for drills and exercises to prepare for emergency
actions.
o The SMS should provide for measures ensuring that the Company's organization can respond at
any time to hazards, accidents and emergency situations involving its ships.
 Emergency situations included in ISM code:
o Grounding
o Flooding in Engine Room
o Fire
o Collision
o Black out
o Oil Spill
o Leakage/ overflow during discharge

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o Emergency steering
o Medical Emergency
o Abandon ship
o Piracy attack

CONTINGENCY PLANNING

Q) What are the procedure & processes followed while preparing a muster list and contingency plans for
the various emergencies identified by the company under ISM code? What are the criteria followed
while assigning personnel for the emergency teams? (Jan-21)
Ans:- ISM Code: 6 – Resources and Personnel:
6.1 The company should ensure that the master is:
.1 Properly qualified for command
.2 Fully conversant with the company’s safety management system and
.3 Given the necessary support so that the master’s duties can be safely performed.
6.2 The company should ensure that each ship is:
.1 Manned with qualified, certified and medically – fit seafarers in accordance with national and
international requirements and
.2 Approriately manned in order to encompass all aspects of maintaining safe operations on board.
6.3 The company should establish procedures to ensure that new personnel and personnel transferred to
new assignments related to safety and protection of the environment are given proper familiarization with
their duties. Instructions which are essential to be provided prior to sailing should be identified,
documented and given.
6.4 The company should ensure that all personnel involved in the company’s safety management system
have an adequate understanding of relevant rules, regulations, codes and guidelines.
6.5 The company should establish and maintain procedures for identifying any training which may be
required in support of the safety management system and ensure that such training is provided for all
personnel concerned.
6.6 The company should establish procedures by which the ship’s personnel receive relevant information
on the safety management system in a working language or languages understood by them.
6.7 The company should ensure that the ship’s personnel are able to communicate effectively in the
execution of their duties related to the safety management system.

Q) Describe the guidelines by IMO for preparing contingency plans for various emergencies. (Nov-20)
Ans:- All crews are familiar with a system of procedures and guidelines for performing potentially
hazardous and safety related operations. For example:
 Entry into enclosed spaces.
 Actions after collision.
 Abandonment.

The majority of these procedures and guidelines have been well documented in publications such as
the Code of Safe Working Practises for Seamen, SOLAS, MARPOL, MGNs etc. However they relied on the
Master, officers and crew remembering them from their studies. The additional problem lay with them
being ‘generic’ rather than vessel-specific. Other procedures were developed from the experience of the
Master on board at a particular time, which caused confusion amongst officers and crews when the
Master was relieved.

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This was one of the reasons for the introduction of ISM and, in particular, the vessel’s SMS.

Since 1 July 2002 all vessels of 500 gross tonnes and above must carry a SMC and will be the subject of
internal and external audits to verify that the documented procedures are being followed. It is true to say
that a large number of companies delayed the production and subsequent approval of their SMSs until
very close to the implementation date.

Company SMSs were developed utilising a range of resources, for example quality managers appointed
from both within the company and externally, consultancy companies and ‘off the shelf’ SMS models. This
led to a proliferation of differing methods for producing SMSs and the ways in which they were presented,
particularly at shipboard level.

The Maritime Safety Committee (MSC) of the International Maritime Organisation (IMO) identified this
as a problem area and stated that they were “concerned that the presence on board ships of different and
non-harmonized emergency plans may be counter-productive in case of an emergency” hence the
adoption of Resolution A.852(20), on 27 November 1997, of Guidelines for a Structure of an Integrated
System of Contingency Planning for Shipboard Emergencies.

These guidelines will be the basis for your study in preparing emergency and damage control plans.
They may vary from the system on board your vessel/s but the essential elements will be similar, namely :
Planning, Preparing, Training, Response actions, Reporting.

Q) Describe contents of: Composition of emergency teams. (Nov-19) OR

Q) List the duties of the ‘Emergency’ and ‘Support’ team in the contingency plan. (Feb-20)
Ans:- Composition of Emergency Team:-
1) The Command Team – will be on the Bridge ( called Command Center) and take overall charge of all
operations. Hence, frequent feedback, short and crisp, is necessary from each team to the Command
Center. Navigation, communication, maintenance of records of all actions and their timings, etc. will be
carried out at the Command Center.
2) The Emergency Team – would be divided into two, depending on the emergency. Where the
emergency is in the E/R, the second engineer will be the leader of the Primary Team and Chief Officer
will lead the back-up team. If the emergency is elsewhere, the Chief Officer will be the leader of the
Primary team and the Second Engineer will lead the backup team.
3) The Support Team – also called the medical team, will look after administration of first aid, if and when
required. They will prepare the patients for evacuation, prepare lifeboats in case of necessity to
abandon the ship, shut watertight doors and vents, provide assistance to other teams as directed by
the Command Team, etc.
4) Engine Room Team – also called Roving Team, will be under the charge of Chief Engineer. They will
attend to E/R systems, services and controls, start emergency fire pump when required, isolate
electricity from compartments on fire, shut off ventilation systems to compartments on fire and
provide assistance to other teams as directed by the command team.
5) Crew for Rescue Boat – This team is mainly for man overboard or for picking up survivors from the
water. They will prepare the rescue boat and on specific instructions from the command team, lower
and launch the rescue boat, rescues the man or survivors and get hoisted back on board.

Q) Describe contents of: Muster list. (Nov-19)

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Ans:- Muster List

Emergency planning of the ship and onboard training are closely related. The ship’s crew is divided
into teams and all are allocated duties to perform in response to emergencies and to ensure personnel
safety. On board ship this is achieved through muster lists.
All ships engaged on international voyages and ships of Classes II(A) and III must have muster
lists. It is the duty of the Master of the ship to compile the muster list and keep it up to date. Copies of
the muster list must be exhibited in conspicuous places throughout the ship and must be exhibited in the
wheelhouse, engine room and crew accommodation.
The format of muster lists is usually prepared by the company under the SMS. For ships of Classes
I, II, II(A) and III, the muster list should be approved by the Flag State Administration (MCA in the case of
the UK).
The following is an example of a muster list.

MUSTER LIST – PART A

Name of vessel:……………………………………………………..
Emergency Signal Description of Signal
General Seven or more short blasts/rings followed by one long on vessel’s whistle and
emergency alarm internal bells
Withdraw to Series of long blasts/rings on vessel’s whistle and internal bells
boats/rafts
Abandon ship Verbal command from Master or Officer in Charge
Man overboard Three long blasts on vessel’s whistle, repeated as necessary. This signal may be
supplemented as required on internal bells and/or public address announcement
Automatic fire Continuous ringing of internal bells
alarm

Emergency Signal Action on Hearing Signal

General All crew proceed to their emergency station, wearing suitable and sufficient
emergency alarm clothing, footwear and protective headgear, carrying lifejacket, survival suit and
hand-held VHF radios (where allocated), closing all doors behind them as they
go. Team Leaders check off personnel and report to Bridge Team. Bridge Team
ensures automatic fire doors closed (where fitted) and ventilation stopped (as
appropriate). Specific duties are defined in Muster List – Part B. Additional duties
will be allocated depending upon the nature of the emergency.
Withdraw to All crew proceed immediately to their allocated boat/raft station, donning survival
boats/rafts suits and lifejacket. Master or Officer in Charge arranges distribution of GMDSS VHF
radios, SARTs, EPIRT and vessel’s current position.
Abandon ship All survival craft launched, followed by evacuation of crew.
Man overboard Master and deck officers to wheelhouse. Chief Engineer and motorman to engine
control room. All other crew to their emergency station. (Refer to appropriate ship
contingency plan)
Automatic fire During unmanned operation, either at sea or in port, protected space to be
alarm examined by two persons including a responsible officer. During manned operation,
bridge or duty deck officer to be advised immediately of the situation. General
emergency alarm shall thereafter be activated if the fire confirmed, or at any time if
there is doubt as to the safety of the vessel or crew.

Emergency Station Location for Muster

Bridge Team Wheelhouse
Engine Room Team Location

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Deck Team Location

Back-up Team Location

The Second Officer is responsible for ensuring that all life-saving appliances (LSA) and portable fire
fighting equipment (FFE) are maintained in good condition and ready for immediate use. The Chief
Engineer is responsible for ensuring that all fixed fire fighting equipment (FFE) is maintained in good
condition and ready for immediate use. Any deficiencies and/or defects discovered must be reported to
the appropriate officer immediately.

All crew members must familiarise themselves with the content of the vessel’s muster list (Parts A
and B) and with their emergency duties assigned therein before the commencement of each voyage. All
officers must familiarise themselves with the content of Shipboard Contingency Plans.

Any member of crew unsure as to the content of the muster list and/or their duties must consult a
superior officer.

Q) Explain your risk assessment of damage and control measures after stranding. (Nov-19)
Ans:- Risk Assessment –
 Prior to transiting the HRA, ship operators and Masters should carry out a thorough Risk Assessment to
assess the likelihood and consequences of piracy attacks to the vessel, based on the latest available
information.
 The output of this Risk Assessment should identify measures for prevention, mitigation and recovery,
which will mean combining statutory regulations with supplementary measures to combat piracy. It is
important that the Risk Assessment is ship and voyage specific and not generic.
 Factors to be considered in the Risk Assessment should include, but may not be limited to, the
following:-
1) Crew Safety – When trying to prevent prate boarding, it must be ensured that crew members will not
be trapped inside and should be able to escape in the event of another type of emergency, such as for
example fire. A Safe Muster Point or Citadel should be considered. Adequate ballistic protection should
be given to the crew who may be required to be on the bridge during a pirate attack, as pirates fire at
the Bridge to try to force the ship to stop.
2) Freeboard – Pirates try to board the ship at the lowest point above the waterline, making it easier for
them to climb onboard. These points are often on either quarter or at the vessel’s stern. Experience
suggests that vessels with a minimum freeboard greater than 8 metres have a much greater chance of
successfully escaping a piracy attempt than those with less. This also depends on the construction of
the ship. A large freeboard alone may not be enough to deter a pirate attack.
3) Speed – One of the most effective ways to defeat a pirate attack is by using speed to try to outrun the
attackers and / or make it difficult to board. Ships are recommended to proceed at Full Sea Speed or
maximum safe speed throughout their transit of the HRA. If a vessel is part of a ‘Group Transit’ within
the IRTC, speed may be required to be adjusted.
4) Sea State – Pirates mount their attacks from very small craft (skiffs), even where they are supported by
‘Motherships’, which tends to limit their operations to moderate sea states. It is difficult to operate
small craft effectively in sea state 3 and above.

Q) Best practices recommended for transiting piracy high risk area as per BMP4. (Nov-19)
Ans:- Piracy & Armed Robbery:-
Piracy is the act of boarding or attempting to board a ship with hostile intentions. Once pirates have
boarded a ship and taken control by suppressing the crew, the ship is said to be hijacked.
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Hijacking is mainly of two types:

1) By terrorists – to gain world attention, to release someone in captivity or for ransom or a combination
of these.
2) For financial gains – it can be for ransom money or for theft of cargo.

Actions prior to entry:

1) Prepare the vessel as per guidelines given in BMP4.
2) Provide additional lookouts for each watch, especially night watches.
3) Emphasize on a careful radar watch and use of nigh vision optics.
4) Place several dummies at visible locations to give an impression of a large number of persons on
watch.
5) Give enhanced protection to the bridge by covering glass windows with steel gratings or metal plates,
making a wall of sandbags, double layer of chain link fence, anti-RPG screens, etc.
6) Keep Kevlar jackets and helmets for the bridge team. If possible, these should be of non-military
colour.
7) Many operators provide armed security guards for HRA transits.
8) All doors and accesses must be securely shut and only one access must be used throughout the HRA
transit.
9) Physical barriers such as razor wires or electrified barriers must be used to prevent pirates from
boarding the vessel or at least delaying their boarding.
10) Water cannons must be fixed in place and foam monitors pointed to the ship side and use in order to
deter or delay the pirates boarding attempt.
11) A unique alarm must be decided upon and sounded in case of a pirate attack.
12) A citadel must be in place and drills must be carried out prior entry into HRA so that all crew members
are aware of the alarm signal and action to be taken on hearing the alarm.
13) Emergency contact list with all important numbers such as CSO, MSCHOA, UKMTO, etc must be readily
available.
14) SSAS must be tested and confirmed as operational.

During HRA transit:

1) Proper look out must be kept for suspicious crafts or movements.
2) Vessel must participate in the UKMTO and MSCHOA reporting schemes and must proceed at maximum
available speed while transiting the HRA.
3) When suspicious boats are sighted, the vessel must commence various monoeuvres in order to
determine whether the boat is concern or not.
4) The vessel must sound the ship’s whistle to warn the pirates that they have been noticed. The armed
guards will fire warning shots.
5) The Master must be called on the Bridge well in time and once boats are approaching, the emergency
alarm must be raised so that all crew proceed to the designated area and later move to the Citadel.
6) Pumps must be started for the water cannons and foam monitors so as to delay the boarding.
7) Master must call UKMTO well before pirates have boarded. When pirate boarding is imminent, the
Master should also send the SSAS alert.
8) Once the pirates have boarded, the Master must stop engines and proceed to Citadel with the Bridge
Team. Engine Room team must black out the vessel and proceed to the Citadel.
9) If all crew members are available in Citadel and no one is missing, then there are high chances of the
Navy / Military forces to come for rescue.
10) If caught by the Pirates, crew members must not retaliate with aggression, but be calm and patient.

Q) Explain the anchoring procedures and precautions you will take anchor to a loaded VLCC in depths of
50-60m. (Jan-21)

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Ans:- Procedure & Precautions for Anchoring in over 20m Water:-

 In water of over 20m the anchor should first be walked back to within say 4 or 5 m from the sea- bed,
and let go from there.
 This ensures that the anchor will not damage itself falling a considerable distance on to a hard bottom,
and also that the cable will not take charge and run out so rapidly that it becomes extremely difficult to
hold it on the brake.
 This practice therefore considerably lengthens the life of the brake linings.

Q) List the precautions for anchoring in deep waters (about 100m deep). (Nov-19)
Ans:- Precautions for anchoring in deep waters:
 In a very deep anchoring depths, 100m and over, the entire operation of anchoring should be done
under power.
 The gypsy should not be taken out of gear at all, because the heavy weight of cable between sea-bed
and hawse pipe will undoubtedly take charge.
 In a wind it is better to approach the anchorage heading upwind.
 The ship is more easily controlled and will make little leeway.
 If the wind cannot be brought ahead, however, the ship can let go the anchor in the usual way and
using her engines to relieve stresses on the cable, swing head to wind as she brings to.
 The weather anchor should be used so as to avoid nipping the cable round the stem.
 If the vessel is heading dead into the wind’s eye she should have her head cast off one way or the
other before letting to the weather anchor.
 The cast should not be excessive, because the ship will rapidly seek to lie across the wind and develop
a sharp swing to leeward.
 Correcting helm and bold use of engines should be used if the case develops into a swing.

Q. Describe the various methods of carrying out damage control after collision, to restore the structural
integrity of ships temporarily. State the legal aspect to be followed. (Aug-19)
Ans:- Damage survey by the vessel hands and emergency measures:
1. Survey collision damage, (later) prepare a rough sketch of the damage and inspect the cargo for
damage/confirm content in cargo tanks.
2. Sound tanks and bilges in affected areas.
3. If any flooding, close watertight doors and openings and start discharging operation. If the breakage is
small, take waterproofing measures (using blankets, tarpaulins, cement box, wooden plugs, shoring
and the like).
4. In serious flooding in E/R, use Bilge Injection system.
5. Isolate cargo, fuel, and ballast pipeline sources to affected areas of vessel.
6. If the breakage is above waterlines, take waterproofing measures against sea spray.
7. If the breakage is on the Fore Peak Tank, adjust speed so that excessive pressure will not be applied to
the collision bulkhead.
8. Consider filling opposite end tank to offset list/trim caused by flooding
9. Compare the flooding rate with the discharging capacity.
10. If flooding rate is greater, consider the possibility of loss of buoyancy.
11. If loss of buoyancy is likely to occur, consider where to intentionally strand the vessel.

Confirming details on the other ship: Ships name, type, gross tonnage, Masters name, Ship owner and
operator Port of registry, Cargo, last port and next port.

Securing Document for Evidence:-

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1. It is often demanded to submit the originals of the following documents to the authorities, so make
their copies at an early stage. Consult with the Company before submission).
2. Charts and the deck logbook/bell book
3. Record paper for the course recorder. (Since replacing paper usually produces a time lag of one to two
minutes, it is recommended to affix on the paper the time of its removal for easier check of the time in
the future).
4. Record paper for the telegraph logger and the bell book.
5. Capture the Voyage Data Recorder data
6. STCW records of working and rest hours of Master, officers and crew on duty
7. Drug & Alcohol Test of involved ships personnel
8. Statement of fact by pilot if on board.

Various Investigations:-
1. Access control as per SSP must be maintained at all times.
2. Render full cooperation in the investigations by lawyers, surveyors, P&I correspondents who are
appointed for own vessel.
3. Reject investigation by the opponent surveyor unless permitted by Company. However, surveys on hull
and cargo (known as W.P. survey) are permitted but limited to only checking extent of damages and no
more.
4. Master should fully cooperate with interviews by a Flag or Coastal State Administration by giving them
honest and accurate answers (or such signed statement).
5. NO statements to the media shall be given by the vessels except with company permission.
6. Safest - Politely refer media to Company.

TOWING

Q) What are the major components of the Emergency Towing Arrangements? Describe each part in
detail with neat sketches where necessary. (Feb-20)
Ans:- GUIDELINES FOR EMERGENCY TOWING ARRANGEMENTS ON TANKERS:
1. PURPOSE:
1.2 The present Guidelines are intended to provide standards for the design and construction of
emergency towing arrangements which Administrations are recommended to implement.
1.3 For existing tankers fitted with the emergency towing arrangements in accordance with
resolution A.535 (13), the existing towing arrangements forward of the ship may be retained, but
the towing arrangements aft of the ship should be upgraded to comply with the requirements of
the present Guidelines.

2. REQUIREMENTS FOR THE ARRANGEMENTS AND COMPONENTS:

2.1 General:
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The emergency towing arrangements should be so designed as to facilitate salvage and emergency
towing operations on tankers primarily to reduce the risk of pollution. The arrangements should at
all times be capable of rapid deployment in the absence of main power on the ship to be towed
and easy connection to the towing vessel. Figure shows arrangements which may be used as
reference.

2.2 Towing Components:

Forward of Ship* Aft of Ship* Strength Requirements
Pick-up gear Optional Yes --
Towing Pennant Optional Yes Yes
Chafing gear Yes Depending on design Yes
Fairlead Yes Yes Yes
Strongpoint Yes Yes Yes
Rolling Pedestal Yes Depending on design --
The major components of the towing arrangements should consist of the following:

2.3 Strength of the towing components:

2.3.1 Towing components as specified in 2.2 for strength should have a working strength of at least
1,000 kN for tankers of 20,000 tonnes deadweight and over but less than 50,000 tonnes
deadweight and at least 2,000 kN for tankers of 50,000 tonnes deadweight and over(working
strength is defined as one half ultimate strength). The strength should be sufficient for all relevant
angles of towline, i.e. up to 90° from the ship's centerline to port and starboard and 30° vertical
downwards.
2.3.2 Other components should have a working strength sufficient to withstand the load to which
such components may be subjected during the towing operation.

2.4 Length of towing pennant:

The towing pennant should have a length of at least twice the lightest seagoing ballast freeboard at
the fairlead plus 50 m.

2.5 Location of strongpoint and fairlead:

The bow and stern strongpoint and fairleads should be located so as to facilitate towing from either
side of the bow or stern and minimize the stress on the towing system.

2.6 Strongpoint:
The inboard end fastening should be a stopper or bracket or other fitting of equivalent strength.
The strongpoint can be designed integral with the fairlead.

2.7 Fairleads:
2.7.1 Size:
Fairleads should have an opening large enough to pass the largest portion of the chafing gear,
towing pennant or towing line.

2.7.2 Geometry:
The fairlead should give adequate support for the towing pennant during towing operation which
means bending 90°to port and to starboard side and 30°vertical downwards. The vending ratio
(towing pennant bearing surface diameter to towing pennant diameter should be not less than 7 to
1.)

2.7.3 Vertical location:

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The fairlead should be located as close as possible to the deck and, in any case, in such a position
that the chafing chain is approximately parallel to the deck when it is under strain between the
strongpoint and the fairlead.

2.8 Chafing Chain:

Different solutions on design of chafing gear can be used. If a chafing chain is to be used, it should
have the following characteristics:

2.8.1 Type
The chafing chain should be stud link chain.

2.8.2 Length
The chafing chain should be long enough to ensure that the towing pennant remains outside the
fairlead during the towing operation. A chain extending from the strongpoint to a point at least 3 m
beyond the fairlead should meet this criterion.

2.8.3 Connecting limits

One end of the chafing chain should be suitable for connection to the strongpoint. The other end
should be fitted with a standard pear-shaped open link allowing connection to a standard bow
shackle.

2.8.4 Stowage
The chafing chain should be stowed in such a way that it can be rapidly connected to the
strongpoint.

2.9 Towing connection

The towing pennant should have a hard eye-formed termination allowing connection to a standard
bow shackle.

2.10 Prototype test

Designs of emergency towing arrangements in accordance with these Guidelines should be
prototype tested to the satisfaction of the Administration.

3. READY AVAILABILITY OF TOWING ARRANGEMENTS:

3.1 To facilitate approval of such equipment and to ensure rapid deployment, emergency towing
arrangements should comply with the following criteria:

3.1.1 The aft emergency towing arrangement should be pre-rigged and be capable of being deployed in a
controlled manner in harbour conditions in not more than 15 min.

3.1.2 The pick-up gear for the aft towing pennant should be designed at least for manual operation by one
person taking into account the absence of power and the potential for adverse environmental
conditions that may prevail during such emergency towing operations. The pick-up gear should be
protected against the weather and other adverse conditions that may prevail.
3.1.3 The forward emergency towing arrangement should be capable of being deployed in harbour
conditions in not more than 1 h.
3.1.4 The forward emergency towing arrangement should be designed at least with a means of securing a
towline to the chafing gear using a suitably positioned pedestal toller to facilitate connection of the
towing pennant.
3.1.5 Forward emergency towing arrangements which comply with the requirements for aft emergency
towing arrangements may be accepted.

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3.1.6 All emergency towing arrangements should be clearly marked to facilitate safe and effective use
even in darkness and poor visibility.

3.2 All emergency towing components should be inspected by ship personnel at regular intervals and
maintained in good working order.

Q) Explain briefly the following: Tractor Tug. (Nov-20)

Ans:- Tractor Tugs: The design of tractor tugs is unlike that of conventional tugs. The propulsion units are
fully turning controllable pitch blades, able to give thrust in any direction and act as steering units or
azimuthing fixed or controllable pitched propellers. The propulsion units are placed far ahead of the
towing point, close to the pivot point thereby producing a large turning momentum. This potentially gives
a poor steering performance, which is overcome by fitting a large centreline skeg. Their general
characteristics are:
 Full power available in all directions
 Quick response to engine movements.
 Very maneuverable, especially in tight sea space.
 Reduced risk of girting / girding.
 Reduced maneuverability if towing from forward at higher speeds.
 Reduced directional stability, particularly in open waters.
 Reduced bollard pull per kilowatt output.
 Relatively deeper in draught therefore increased risk of bottom damage from grounding.
 Increased training required for tug masters.

SEARCH AND RESCUE

Q) What is a Search and Rescue Region (SRR) and its purpose? (Feb-20)
Ans:- A Search and Rescue Region (SRR) is an area of defined dimensions associated with a rescue co-
ordination centre (RCC) within which SAR services are provided.
Purpose:-
 SRRs help to define who has primary responsibility for co-ordinating responses to distress situations in
every area of the world, but they are not intended to restrict anyone from assisting persons in distress.
 The International Civil Aviation Organization (ICAO) regional air navigation plans (RANPs) depict
aeronautical SRRs.
 The International Maritime Organization (IMO) Global SAR Plan depicts maritime SRRs.

Q) Describe the co-ordination to be carried out on the scene of distress in search and Rescue operation.
(Nov-20)
Ans:- SAR Co-ordination:
The SAR system has three general levels of co-ordination:
 SAR co-ordinators (SCs)
 SAR mission co-ordinators (SMCs)
 On-scene co-ordinators (OSCs).

 SAR Co-ordinators:
o SCs are the top level SAR managers; each State normally will have one or more persons or agencies
for whom this designation may be appropriate.

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o SCs have the overall responsibility for:

 Establishing, staffing, equipping and managing the SAR system.
 Establishing RCCs and rescue sub-centres (RSCs).
 Providing or arranging for SAR facilities.
 Co-ordinating SAR training.
 Developing SAR policies.

 SAR Mission Co-ordinator:

o Each SAR operation is carried out under the guidance of an SMC. This function exists only for the
duration of a specific SAR incident and is normally performed by the RCC chief or a designee. The
SMC may have assisting staff.
o The SMC guides a SAR operation until a rescue has been effected or it becomes apparent that
further efforts would be of no avail.
o The SMC should be well trained in all SAR processes, be thoroughly familiar with the applicable SAR
plans, and:
 Gather information about distress situations.
 Develop accurate and workable SAR action plans.
 Dispatch and co-ordinate the resources to carry out SAR missions.
o SMC duties include:
 obtain and evaluate all data on the emergency
 ascertain the type of emergency equipment carried by the missing or distressed craft
 remain informed of prevailing environmental conditions
 if necessary, ascertain movements and locations of vessels and alert shipping in likely search
areas for rescue, lookout and/or radio watch
 plot the areas to search and decide on methods and facilities to be used
 develop the search action plan and rescue action plan as appropriate
 co-ordinate the operation with adjacent RCCs when appropriate
 arrange briefing and debriefing of SAR personnel
 evaluate all reports and modify search action plan as necessary
 arrange for refuelling of aircraft and, for prolonged search, make arrangements for the
accommodation of SAR personnel
 arrange for delivery of supplies to sustain survivors
 maintain in chronological order an accurate and up-to-date record
 issue progress reports
 determine when to suspend or terminate the search
 release SAR facilities when assistance is no longer required
 notify accident investigation authorities
 if applicable, notify the State of registry of the aircraft
 prepare a final report.

 On-Scene Co-ordinator:
o When two or more SAR facilities are working together on the same mission, one person on-scene
may be needed to co-ordinate the activities of all participating facilities.
 The SMC designates an OSC, who may be the person in charge of a:
 Search and rescue unit (SRU), ship, or aircraft participating in a search, or
 Nearby facility in a position to handle OSC duties.
o The person in charge of the first facility to arrive at the scene will normally assume the OSC
function until the SMC arranges for that person to be relieved.

Q) You are in TSS with fog, when a man falls overboard from your vessel. State the actions you would

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take and the preferred manoeuvre. (Aug-19)

Ans:- Initial Action:
 Throw a life-ring over the side as close to the person as possible.
 Sound three prolonged blast of ship's whistle, hail "Person Overboard".
 Commence recovery maneuver as indicated below.
 Note position, wind speed & direction, time.
 Inform master of vessel and engine-room.
 Post lookouts to keep the person in sight.
 Set off dye marker or smoke flare.
 Inform radio operator, keep updated on position.
 Stand by the engines.
 Prepare lifeboat for possible launching.
 Distribute portable VHF radios for communication between bridge, deck, and lifeboat.
 Rig pilot ladder to assist in recovery.

Standard Methods of Recovery –

Williamson Turn:

 Rudder hard over (in an "immediate action" situation, only to the side of the casualty)
 After deviation from the original course by 60O, rudder hard over to the opposite side.
 When heading 20O short of opposite course, rudder to mid-ship position and ship to be turned to
opposite course.

Single Turn:

 Rudder hard over (in an "immediate action" situation, only to the side of the casualty) .
 After deviation from the original course by 250O, rudder to mid-ship position and stopping manoeuvre
to be initiated.

Scharnow Turn:

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 Rudder hard over.

 After deviation from the original course by 240O, rudder hard over to the opposite side.
 When heading 20O short of opposite course, rudder to mid-ship position so that ship will turn to
opposite course.

IAMSAR

Q) What is the purpose of IAMSAR? Discuss the three levels of co-ordination. (Jan-21, Feb-20)
Ans:- The purpose of the International Aeronautical and Maritime Search and Rescue Manual for Mobile
Facilities, which is intended for carriage aboard search and rescue units, and aboard civil aircraft and
vessels, is to provide guidance to those who:
* operate aircraft, vessels or other craft, and who may be called upon to use the facility to support SAR
operations
* may need to perform on-scene coordinator functions for multiple facilities in the vicinity of a distress
situation
* experience actual or potential emergencies, and may require search and rescue (SAR) assistance.
Responsibilities and Obligations to Assist
Under long-standing traditions of the sea and various provisions of international law, ship masters are
obligated to assist others in distress at sea whenever they can safely do so.
The responsibilities to render assistance to a distressed vessel or aircraft are based on humanitarian
considerations and established international practice. Specific obligations can be found in several
conventions, including the following:
· Annex 12 to the Convention on International Civil Aviation
· International Convention on Maritime Search and Rescue
· Regulation V/1 0 of the International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974).
(See appendix A).
National and Regional SAR System Organization
Many States have accepted the obligation to provide aeronautical and maritime SAR co-ordination and
services on a 24-hour basis for their territories, territorial seas, and where appropriate, the high seas.
• To carry out these responsibilities, States have established national SAR organizations, or, joined one
or more other States to form a regional SAR organization associated with an ocean area or
continent.
• A search and rescue region (SRR) is an area of defined dimensions associated with a rescue co-
ordination center (RCC) within which SAR services are provided.
1. SRRs help to define who has primary responsibility for coordinating responses to distress
situations in every area of the world, but they are not intended to restrict anyone from
assisting persons in distress
2. the International Civil Aviation Organization (ICAO) regional air navigation plans (RANPS)
depict aeronautical SRRs

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3. the International Maritime Organization (IMO) Global SAR Plan depicts maritime SRRS.

SAR Co-ordination
The SAR system has three general levels of co-ordination:
• SAR coordinators (SCs)
• SAR mission coordinators (SMCS)
• On-scene coordinators (OSCs).

SAR Co-ordinators
• SCs are the top level SAR managers; each State normally will have one or more persons or agencies
for whom this designation may be appropriate.
• SCs have the overall responsibility for:
o establishing, staffing, equipping and managing the SAR system
o establishing RCCs and rescue sub-centers (RSCs)
o providing or arranging for SAR facilities
o coordinating SAR training
o developing SAR policies.

SAR Mission Co-ordinator

• Each SAR operation is carried out under the guidance of 'an SMC. This function exists, only for the
duration of a specific SAR incident and is normally performed by the RCC chief or a designee. The SMC
may have assisting staff.
• The SMC guides a SAR operation until a rescue has been effected or it becomes it apparent that further
efforts would be of no avail.
• The SMC should be well trained in all SAR processes, be thoroughly familiar with the applicable SAR
plans, and:
o gather information about distress situations
o develop accurate and workable SAR action plans
o dispatch and co-ordinate the resources to carry out SAR missions.
• SMC duties include:
o obtain and evaluate all data on the emergency
o ascertain the type of emergency equipment carried by the missing or distressed craft
o remain informed of prevailing environmental conditions
o if necessary, ascertain movements and locations of vessels and alert shipping in likely search
areas for rescue, lookout and/or radio watch
o plot the areas to search and decide on methods and facilities to be used
o develop the search action plan and rescue action plan as appropriate
o co-ordinate the operation with adjacent RCCs when appropriate
o arrange briefing and debriefing of SAR personnel
o evaluate all reports and modify search action plan as necessary
o arrange for refueling of aircraft and, for prolonged search, make arrangements for the
accommodation of SAR personnel
o arrange for delivery of supplies to sustain survivors
o maintain in chronological order an accurate and up-to-date record
o issue progress reports
o recommend to the RCC chief the abandoning or suspending of the search
o release SAR facilities when -assistance is no longer required
o notify accident investigation authorities
o if applicable, notify the State of registry of the aircraft
o prepare a final report.

On-Scene Co-ordinator

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• When two or more SAR facilities are working together on the same mission, one-person on-scene may
be needed to co-ordinate the activities of' all participating facilities.
o The SMC designates an OS@, who may be the person in charge of a:
- search and rescue unit (SRU), ship, or aircraft participating in a
search; or
- nearby facility in a position to handle OSC duties.
o The person in charge of the first facility to arrive at the scene will normally assume the OSC
function until the SMC arranges for that person to be relieved.

Q. In a distress situation, you are probably going to be first vessel to arrive and SMC has not yet come in
the picture. State how you would plan conducting the search using IAMSAR. (Aug-19) OR
Q) Explain the ‘Expanding Square’ pattern of search. (Jan-21)
Ans:- IAMSAR SEARCH PATTERNS:

1) EXPANDING SQUARE SEARCH:-

 Most effective when the location of the search object is
known within relatively close limits.
 The commence search point is always the Datum
Position.
 To be used by a single ship during a search.
 Often appropriate for vessels or small boats to use when
searching for persons in the water or other search objects
with little or no leeway.
 Accurate navigation is required.
 The first leg is usually oriented directly into the wind to
minimize navigational errors.
 All course alterations are of 90O.
 Two first two legs will be of same length ‘d’. ‘d’ will
depend upon the visibility and the height of eye of the lookouts and the swell and sea height.
Legs 3 and 4 will be a length of 2d.
Legs 5 and 6 will be a length of 3d.
Legs 7 and 8 will be a length of 4d.
And so on until the area is fully searched.

2) SECTOR SEARCH:-
 Most effective when the position of the search object is
accurately known and the search area is small.
 Used to search a circular area centered at the datum.
 Can be used by only one craft at a time at a certain
location.
 An aircraft and a vessel may be used to perform
independent sector searches of the same area.
 A suitable marker may be dropped at the datum and used
as a reference point.
 The commence search point is where the ship or aircraft
enters the area to be searched.

3) PARALLEL SWEEP (TRACK) SEARCH:-

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 Used to search a large area when the location of the search object is uncertain.
 Most effective over water or flat terrain.
 Usually used when a large search area must be divided into sub-area for assignment to individual
search facilities on-scene at the same time.
 The commence search point is in one corner of the sub-area, one-half track space inside the
rectangle from each of the two sides forming the corner.
 Search legs are parallel to each other and to the long sides of the sub-area.
 The main legs indicate the direction of drift.

Multiple vessels may be used as shown opposite:

 Parallel sweep: for use by two ships.
 Parallel sweep: for use by three ships.
 Parallel sweep: for use by four ships.
 Parallel sweep: for use by five or more ships.

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4) TRACK LINE SEARCH (TS):-

 Normally used when an aircraft or vessel has disappeared without a trace along a known route.
 Often used as initial search effort due to ease of planning and implementation.
 Consists of a rapid and reasonably thorough search along intended route of the distressed craft.
 Search may be along one side of the track line and return. in the opposite direction on the other
side (TSR).
 Search may be along the intended track and once on each side, then search facility continues on its
way and does not return (TSN).
 Aircraft are 'frequently used for TS due to their high speed.

5) CONTOUR SEARCH (OS):-

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 Used around mountains and in valleys when sharp changes in elevation make other patterns not
practical.
 Search is started from highest peak and goes from top to bottom with new search altitude for each
circuit.
 Search altitude intervals may be 150 m to 300 m (500 ft to 1,000 ft).
 The aircraft may make a descending orbit away from the mountain before resuming the contour
search at the lower altitude.
 The aircraft may spiral downwards around the mountain at a low but approximately constant rate
of descent when there is not enough room to make a circuit opposite to the direction of search.
 If the mountain cannot be circled, successive sweeps at the same altitude intervals as listed above
should be flown along its side.
 Valleys are searched in circles, moving the centre of the circuit one track spacing after each
completed circuit.

6) CO-ORDINATED VESSEL-AIRCRAFT SEARCH PATTERN:-

 Normally used only if there is an OSC present to give direction to and provide communications with
the participating craft.
 Creeping line search, co-ordinated (CSC) is often used.
 The aircraft does most of the searching, while the ship steams along a course at a speed as directed
by the OSC so that the aircraft can use it as a navigational checkpoint.
 The aircraft, as it passes over the ship, can easily make corrections to stay on the track of its search
pattern.
 Gives a higher probability of detection than can normally be attained by an aircraft searching alone.
 Ship speed varies according to the speed of the aircraft and the size of the pattern.
 The relationship among the speed of the surface facility, the aircraft’s speed, the track spacing and
the length of the search legs is defined by the following equation:
Vs = (5 x Va)/ (L + 5)
Where,
Vs is the speed of the surface facility in knots;
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S is the track spacing in nautical miles;

Va is the aircraft’s true air speed (TAS) in knots, and
L is the length of the aircraft’s search leg in nautical miles.

MANEOUVERING

Q) Your vessel is not strengthened for ice navigation. What options will you consider before entering an
ice area, the preparations that you will make prior to entering an ice field and precautions will you
observe while navigating in ice. (Nov-19, Feb-20)
Ans:- Preparations & Precautions while Navigating in Ice:
1) A large area of floating ice formed over a period of many years and consisting of pieces of ice-driven
together by wind, current, etc. also called as ice-pack.
2) Ice is an obstacle to any ship, even an ice-breaker, and the inexperienced navigation officer is advised
to develop a healthy respect for the latent power and strength of ice in all its forms.
3) However, it is quite possible, and continues to be proven so far well-found ships in capable hands to
navigate successfully through ice-covered waters.
4) The first principle of successful ice-navigation is to maintain freedom of man oeuvre.
5) Once, a ship becomes trapped, the vessel goes where-ever the ice goes.
6) Ice Navigation requires great patience and can be a tiring business with or without ice-breaker escort.
7) Experience has proven that in ice of higher concentration, four basic ship-handling rules apply :
a. Keep moving - even very slowly, but try to keep moving,
b. Try to work with the ice-movement,
c. Excessive speed almost always results in ice damage,
d. Know your ship's manoeuvring characteristics.
8) Navigation in pack ice after dark should not be attempted without high-power search-lights which can
be controlled easily from the bridge.
9) In poor visibility, heave to and keep the propeller turning slowly as it is less susceptible to ice damage
than if it were completely stopped.
10) Propellers and rudders are the most vulnerable parts of the ship, ship's should go astern in ice with
extreme care - always with the rudder amid-ship.
11) All forms of glacial ice / ice-bergs, bergy bits, growlers in the pack should be given a wide berth, as they
are current driven whereas the pack is wind driven.
12) When a ship navigating independently becomes beset, it usually requires ice-breaker assistance to free
it. However, ships in ballast can sometimes free themselves by pumping and transferring ballast from
side-to-side, and it may require very little change in trim or list to release the ship.
13) Masters who are in-experienced in ice often find it useful to employ the services of an ice-pilot /
advisor for transiting the Gulf of St. Lawrence in winter or an Ice-navigator for voyages into the Artic in
the summer.

Q) Explain squat and describe any method of calculation and application. (Nov-19)
Ans:- Squat:-
 In figure 6-3 the ship is running on even keel with a small under keel clearance and, therefore, water
which would normally pass under the ship is now severely restricted.

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 This result in two things, firstly the build of water ahead of the ship, longitudinal resistance pushes the
pivot point back from P to PP and the steering lever is reduced. Secondly the water being forced under
the bow, at a higher speed than normal, creates a low pressure and loss of buoyancy. The ship will now
'Squat by the Bow' which in turn makes the problem even worse. Several cases have been reported of
large ships running in shallow water and experiencing bow sinkage of up to 2 metres!

 In addition to the possibility of grounding forward there also exists the possibility of losing control and
sheering violently out of a channel. If the helmsman allows a small swing to develop, longitudinal
resistance ahead of the ship will be brought round onto the exposed bow, (as in figure 6-5) which in
turn will encourage a violent swing in the same direction as the helm. Counter helm to correct the
swing may be sluggish because as we have seen, the steering lever is reduced. Once the ship does
respond, it may now sheer violently the other way. A chain reaction then sets in, with the ship sheering
badly from one side to the other and failing to respond correctly to the helm. The effect can be
extremely rapid, with the ship out of the channel and aground in just a few minutes. Excessive speed is
the main contributing factor under such circumstance; reduced speeds are essential to avoid such
violent forces building up.

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 Trim is also important and in some districts the pilotage authority may refuse to handle certain ships if
they are trimmed by the head and may even request a small trim by the stern. The latter does, in any
case, improve the steering lever and therefore the handling of a ship, it may also be intended as an
allowance for squat by the bow and very much a decision based upon local knowledge and experience.

Effect:-
 Water displaced by the hull is not easily replaced.
 Bow wave and stern wave increase in height.
 Trough becomes deeper and after part is drawn downwards.
 Under keel clearance decreases.

Squat varies on the following factors:-

Ship’s speed: - Squat is directly proportional to the square of speed.
Squat  V2 (V = speed in knots)

Block co-efficient: - Squat directly varies with CB.

Squat  CB

Blockage factor (S):- it is the ration between cross section of the vessel and cross section of the canal or
river. Squat varies with blockage factor as.
Squat  S0.81
So, in confined water, squat is more than in open water.

Squat may be calculated by the following simplified formulae:

Squat = (CB X V2) / 100 (In open waters)
Squat = 2 X (CB X V2) / 100 (In confined waters)

Q. Explain with the help of a neat diagram, the procedure for conducting a standing moor. When is this
method of mooring used? (Aug-19)
Ans:- Standing Moor is used when the vessel is required to anchor in a tidal river or in emergency when
the use of engine is limited.

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The standing moor (vessel must first stem the direction of tide)
Procedure
This manoeuvre establishes the same mooring scenario as with a ‘running moor’ in that the vessel is
moored between two anchors with reduced swinging room. The method of achieving a standing moor is
similar, but is noticeably different by its procedure.
1. Stem the tide as in position ‘1’ with both anchors walked out. Pass over the intended mooring position
by about five shackles’ length of cable. Let go the LEE ANCHOR and pay out the cable as the tidal
direction allows the vessel to drop astern to position ‘2’, a distance of about nine shackles, down from
the position of the deployed anchor.
2. With nine shackles deployed to the lee anchor, apply the windlass brake. Let go the weather anchor
and engage the gear on the lee anchor already deployed. Shorten cable on this ‘riding cable’ as the
vessel moves ahead while at the same time pay out on the weather anchor (now the sleeping cable) to
bring the vessel to a position midway between both anchors.
3. The vessel should adjust cables to show equal length (five shackles) on each cable. The riding cable will
then lie with five shackles at long stay into the tidal direction, while the sleeping cable will lie with five
shackles, without any weight bearing on the cable.
Note:- The vessel will adopt a resultant angle of position taking account of the tidal direction and the
direction and force of the wind.

Q. What is Transverse Thrust? Explain the effect of transverse thrust of a right handed VPP when going
astern. (Aug-19)
Ans:- Transverse Thrust
 Transverse thrust is the tendency for a forward or astern running propeller to move the stern to
starboard or port. Transverse thrust is caused by interaction between the hull, propeller and rudder.
The effect of transverse thrust is a slight tendency for the bow to swing to port on a ship with a right-
handed propeller turning ahead.
 Transverse thrust is more pronounced when propellers are moving astern.
 When moving astern, transverse thrust is caused by water passing through the astern-moving propeller
creating high pressure on the starboard quarter of the hull, which produces a force that pushes the
ship’s stern to port. Rudder angle can influence the magnitude of this force.
 The Ship Handler should be aware of the variable effect of transverse thrust. As water flow over a

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ship’s hull changes, so does transverse thrust. The difference is most noticeable in shallow water. For
example, a ship that turns to starboard in deep water may well turn to port in shallow water. Also, the
magnitude of the force will change and, by implication, there will be a range of water depths for which
the bias may be difficult to predict, something that is especially true when a ship is stopping in water of
reducing depth.
 Transverse thrust is often used to help bring the ship’s stern alongside during berthing. When a
propeller is put astern on a ship moving forward at speed, the initial effect of transverse thrust is slight.
However, as the ship’s forward motion decreases, the effect of transverse thrust increases.
 It is essential for a Ship Handler to understand just how much effect transverse thrust has on his
particular ship.

Q. What is Pooping? Explain the effects with suitable sketch. (Feb-20, Aug-19)
Ans:-

 Pooping is the term used to describe the seas breaking over the stern of the vessel.
 This can also be dangerous particularly for an open decked vessel.
 Large amounts of water can quickly flood the vessel, causing additional problems.

Q. What is Broaching? Explain the effects with suitable sketch. (Feb-20, Aug-19)
Ans:-

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 Broaching:- when a steep following sea causes the vessel to ‘surf’ forwards controllably, the bow tends
to ‘dig’ into the wave ahead, decelerating the vessel rapidly.
 The forces on the stern will cause the stern to swing violently to the left or right and the vessel will
come to rest broadside to the waves. A rapid “broaching” may cause a capsize.

Q) Explain briefly the following: Pivot point when moving ahead with constant speed. (Aug-19, Nov-20)
Ans:-

Pivot when moving ahead with constant speed:- There are two forces to deal with, the forward
momentum of the vessel and the longitudinal resistance of the water ahead of the vessel. For a vessel to
move at uniform speed, a proportion of the applied power is spent in overcoming the longitudinal
resistance of the water. Initially, the pivot point moves right forward, then, as the forward momentum
matches the water resistance, the pivot point will move aft to approximately 1/8 of the waterline length
from forward. Once the water resistance has been overcome, the pivot point will move further aft and
when at a uniform speed, will settle at a position, approximately ¼ of the waterline length from forward.

Q) Explain briefly the following: Hydrodynamic interaction between ship’s on opposite course in a
narrow channel. (Aug-19, Nov-20)
Ans:- Hydrodynamic Interaction between ships on opposite course in a narrow channel:-
 On close approach, the combined positive bow pressure zones encourage the respective bows to be
repelled and, if speed is excessive, may require vigorous corrective helm.

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 When abeam, the combined low pressure zones encourage a suction which, if the vessel’s are very
close, can cause a violent broadside collision. The bow of each vessel now comes under the influence
of the other vessel’s stern, which also means the rudder of each vessel is being affected by the positive
pressure of the other vessel’s bow. This causes each vessel to take a sheer towards the other vessel
and, if in a narrow channel or fairway, for the stern to be cast towards the boundaries of that channel
of fairway.

 As each vessel draws clear the combined low pressure zones cause the sterns to be drawn towards
each other and assist the vessels to regain their original track.

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PRECAUTIONS IN MANOEUVRING THE SHIP TO BE ABLE TO LAUNCH RESCUE BOATS IN BAD WEATHER

Q) Your vessel is disabled at sea. Explain the procedures for towing with reference to towing booklet on
board. (Nov-19)
Ans:- Tow Plan
Planning and preparation before a tow commences might include:
 Assessing the size and type of vessels or barges to be towed and any limitations of the tow.
 Confirmation that the tug is of suitable; size, manning, sea-keeping, horse power (HP) and bollard pull
(BP).
 Tow wire and towing equipment is suitable for the planned tow.
 Route to be taken and passage planned, including safe transit times (day/night transits), times when
passing through narrows, under bridges or areas of high traffic density, tight bends in rivers and
adjacent river berths.
 Noting: and areas of reduced depth, tidal limitations and currents expected during the voyage.
 A list of bridges with maximum and minimum height; tide height for each arch to be passed under
showing the bridge's maximum air-drafts.
 Weather forecasts to include outlook for at least 48 hours.
 Confirmation of sufficient fuel, water, spares on board.
 Navigational information and warnings.
 Recommended speeds to comply with river regulations.
 Connection and disconnection arrangements.
 Stability of the tug and towed unit.
 Emergency contingency plans.

Preparations on board the tug

It is essential that checks should be completed on board the tug and vessel or barge to be towed, which
should include:
 All water / weathertight openings are securely closed with signs indicating that they should remain
closed for the duration of the voyage. It is a reality that tugs have capsized as a result of doors and
ports being left open when in difficulty, e.g. girting. Down flooding is a real danger to small tugs.
 Life-saving and fire-fighting appliances must always be operational.
 Navigational equipment, wheelhouse whistles, horns, shapes for day signals and communication gear
are fully operational.
 All critical machinery prior to commencing a towing operation should be confirmed as operational -
this would include; main engine, steering gear and towing equipment (winches, wires) etc.
 All personnel are fully familiar with the intended towage plan and their responsibilities.
 Any change of fuel and ballast to the tug and/or tow have been fully calculated and the crew are aware
of any factors of concern.

Checks on board the towed vessel or barge

The tow should not proceed until a satisfactory inspection of the tow has been carried out by a competent
party.
Checks should include:
 Condition of the towing arrangements
 Condition of the anchoring equipment if fitted. If not fitted some authorities require a temporary
anchor to be supplied of an adequate weight.
 Condition of tow including an inspection of the peaks and buoyancy spaces to check for water ingress.
 Watertight integrity of the unit to be towed; obvious signs of damage, especially in the hull and deck
plating. Hatchways, ventilators, doors, scuttles, manholes and other openings are closed and sea valves
shut.

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 Fore and aft drafts, appropriate freeboard for the voyage and no evidence of a list. Generally a slight
trim by the stern ensures that the tow is laterally stable when towed.
 Air draft of the tow, appropriate for the voyage and bridge transits.
 Power is available for navigation lights.
 Safe method of boarding available (portable or fixed rungs).
 Emergency towline rigged.
 Life-saving and fire-fighting appliances are in good condition and in the regulatory number required.
 Cargo, whether it is bulk cargo (within the holds), containers or break bulk cargo can shift causing the
barge to capsize and sink and therefore stowage and securing arrangements must be verified as
adequate for the intended voyage prior to departure.
 Some bulk cargoes pose a serious hazard, including spoil and certain ore cargoes which are liable to
liquefaction e.g. spoil cargoes can contain a high amount of moisture which can assume a liquid state
in a seaway and can cause the barge to lose stability, list and even capsize.
 Reference should be made to the IMO International Maritime Solid Bulk Cargoes (IMSBC Code). When
it is suspected that cargoes with high moisture content have been loaded onto a barge advice should
be sought.
 If cargo is liable to move e.g. vehicles and timber, the lashing arrangements and sea fastenings should
be inspected.

SHIP HANDLING

Q) Explain the procedure for conducting a safe STS operation using the parallel approach and the
dangers associated with this method. (Feb-20)
Ans:- Ship to Ship (STS) operations plan:

ARRIVAL
1) OPERATIONAL PROCEDURES BEFORE MANOEUVRING
Preparation of Ships - Preparation before manoeuvres begin:
1. Ensure that the crew is fully briefed on procedures and hazards, with particular reference to mooring
and unmooring.
2. Ensure that the oil tanker conforms to relevant guidelines, is upright and at a suitable trim.
3. Confirm that all essential cargo and safety equipment has been tested.
4. Confirm that mooring equipment is prepared in accordance with the mooring plan.
5. Fenders and transfer hoses are correctly positioned, connected and secured.
6. Cargo manifolds and hose handling equipment are prepared.
7. Obtain a weather forecast for the STS transfer area for the anticipated period of the operation.
8. Agree the actions to be taken if the emergency signal on the oil tanker's whistle is sounded.

The following information should be exchanged between the two ships - Information to be exchanged
between ships:
1. Mooring Arrangements.
2. Quantities and characteristics of the cargo (es) to be loaded (discharged) and identification of any toxic
components.
3. Sequence of loading (discharging) of tanks.
4. Details of cargo transfer system, number of pumps and maximum permissible pressure.
5. Rate of oil transfer during operations (initial, maximum and topping-up).
6. The time required by the discharging oil tanker for starting, stopping and changing rate of delivery
during topping-off of tanks.
7. Normal stopping and emergency shutdown procedures.
8. Maximum draught and freeboard anticipated during operations.

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9. Disposition and quantity of ballast and slops and disposal if applicable.

10. Details of proposed method of venting or inerting cargo tanks.
11. Details of crude oil washing, if applicable.
12. Emergency and oil spill containment procedures.
13. Sequence of actions in case of spillage of oil.
14. Identified critical stages of the operation.
15. Watch or shift arrangements.
16. Environmental and operational limits that would trigger suspension of the transfer operation and
disconnection and unmooring of the tankers.
17. Local or government rules that apply to the transfer.
18. Co-ordination of plans for cargo hose connection, monitoring, draining and disconnection.
19. Unmooring plan.

2) Navigational Signals
The lights and shapes to be shown, and the sound signals made are those required by the
International Regulations for Preventing Collisions at Sea (COLREGS) [8], and local
regulations. These lights and shapes should be checked and rigged ready for display prior to
the STS operation.

Dangers associated with STS operation:-

1) Collision risk in the vicinity
2) Cargo vapour pressure
3) H2S content

Q) Write notes on: Synchronous rolling. (Feb-20)

Ans:- Synchronous Rolling:
1) Synchronous rolling occurs when the natural rolling period of the ship coincides with the encounter
wave period, resulting in large rolling motions of the ship. In other words, ship’s rolling period become
synchronous or resonant with the encounter wave period.
2) When this occurs, ship will heel over and in extreme cases, roll over beyond her angle of vanishing
stability, causing it to capsize.
3) The encounter wave period is the period in which the ship meets the waves (period of pitching of the
ship in seconds) and is dependent on the wave velocity, ship’s speed, and relative heading of the ship
to the seas.
4) The natural rolling period of the ship depends on the shape of the underwater portion of the ship and
GMT.
5) To reduce or offset synchronous rolling, any of the following or combination of the following actions
may be taken:
a. Change the heading of the ship so that there is a change in the encounter wave period.
b. Alter the ship’s speed until synchronism no longer exists.
c. Natural rolling period of the ship may also be altered by changing the weight distribution on
board such as through transfer of ballast or consumables.

Q) With the aid of sketches, explain the ship-to-ship interaction likely to be experienced between two
vessels approaching each other head on in a canal. (Jan-21)
Ans:- Ship to Ship Interaction:
With ship to ship interaction there are two cases to consider, vessels meeting one another and a vessel
overtaking another. In both cases the effects are caused by the interaction of each vessel’s positive and

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negative pressure areas.

Consider two vessels meeting. On close approach, the combined positive bow pressure zones encourage
the respective bows to be repelled and, if speed is excessive, may require vigorous corrective helm.

When abeam, the combined low pressure zones encourage a suction which, if the vessels are very close,
can cause a violent broadside collision. The bow of each vessel now comes under the influence of the
other vessel’s stern, which also means the rudder of each vessel is being affected by the positive pressure
of the other vessel’s bow. This causes each vessel to take a sheer towards the other vessel and if in a
narrow channel or fairway, for the stern to be cast towards the boundaries of that channel or fairway.

As each vessel draws clear, the combined low pressure zones cause the sterns to be drawn towards each
other and assist the vessels to regain their original track.

Now consider two vessels where one is overtaking another. As the overtaking vessel, A, approaches the
stern of the other vessel, B, its forward pressure zone will act upon that other vessel’s stern. This will have
two effects: one, to produce a temporary causing vessel B to want to sheer across the bows of vessel A.

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The bow of vessel A may also be drawn to the stern of vessel B due to the imbalance of pressure zones.

When the vessel’s bows are abeam of each other the now powerful combined positive pressure zone will
cause the bows of both vessels to turn outwards, this latter may require vigorous corrective action. The
suction between the two vessels caused by the combined negative areas is present for a much longer time
than when vessels are meeting and so great care must be taken to ensure that the sterns are not drawn
towards each other.

Where there is some disparity of vessel size the smaller vessel may experience a temporary loss of speed
through operating in partially disturbed water.

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As vessel A draws clear, the rudder is now affected by the positive pressure zone of vessel B and may be
sent into a sheer across the bow off vessel B.

These effects can also be observed when a vessel is passing a moored vessel.

Q) With a neat sketch, explain ‘Bank Effect’. (Jan-21)

Ans:- BANK EFFECT:-
A vessel navigating close to a gently shelving bank will experience forces pushing the bow away from and
drawing the stern towards the bank. If the forces are strong enough, it may cause the vessel to roll
towards the obstruction which, because the draught has now increased on that side, may cause grounding
on the low side.

It is often thought that it is the repelling action of the forward positive pressure area which is the sole
cause of the bow being pushed away from the obstruction.

Inspection of the forces involved clearly show that this is not always the case. In certain circumstances
there can be a greater suction area at the stern created by the faster flowing water in that area, which in
turn creates a negative pressure area acting on a much greater turning lever.

It need not be a river or canal bank, the same effect can be observed where there is a shoal area which is
significantly less on one side of the vessel than on the other or where a vessel is navigating near say a
dredged channel where the depth is significantly deeper on one side.

The effect can only be controlled by constantly correcting the applied helm and through judicious
adjustment of ship speed.

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ALL THE BEST ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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