Bridge Procedure Guide - 2nd Mates (FG)- MMD Exam Solved Past Question Papers

 Q) Write short notes on the contents of Bridge Procedure Guide? (May-19, July-18, Nov-16, March-16, May-16, Jan-16)       OR What are the contents of the Bridge Procedure Guide. Briefly describe each section of the guide. (Jan-20, Jan-19, Jan-17)

 Ans:- Bridge Procedure Guide:- The Bridge Procedures Guide (BPG) is an International Chamber of Shipping (ICS) publication that aims to reflect Best Practice aboard Merchant Ships embracing standards and recommendations promoted by the IMO. This includes the concept of „continuous improvement‟ as described in the ISM Code and the watchkeeping requirements of STCW Chapter VIII. Questions on the content of the bridge procedures guide make a regular appearance in both SQA and oral examinations. 

 

Contents:- PART A: GUIDANCE FOR MASTERS AND WATCH KEEPING OFFICERS 

 

1. Bridge Organisation

 1.1  General 

1.2  Passage Plan. 

1.3  Safety System – Maintenance And Training. 

2. Passage Planning 

2.1 Responsibility For Passage Planning 

2.2 Pilotage And Passage Planning.  

2.3 Notes On Passage Planning. 

2.4 Parallel Index Plotting. 

 

3. Duties Of The Officer On Watch 

3.1 General  

3.2 Keeping A Good Watch. 

3.3 Main Engines. 

3.4 Changing Over The Watch. 

3.5 Periodic Checks Of Navigational Equipment.  

3.6 Helmsman / Autopilot. 

3.7 Navigation In Coastal Waters. 

3.8 Restricted Visiblity. 

3.9Calling The Master. 

3.10 Navigation With Pilot Embarked. 

3.11 Watchkeeping Personnel. 

3.12 Search And Rescue.

3.13 Helicopter Operations. 

3.14 Log Books. 

3.15 Bridge And Emergency Checklists. 

3.16 Ship At Anchor. 

3.17 Ships Draft And Manoeuvering Information. 

3.18 Bridge Located Systems / Systems Controls / Monitoring And Operations. 

4. Operation And Maintenance Of Navigational Equipment

4.1 General

4.2 Radar And Arpa.

4.3 Steering Gear And Autopilot.

4.4 Gyro And Magnetic Compasses.

4.5 Chronometres.

4.6 Echo Sounders.

4.7 Speed And Distance Recorders.

4.8 Electronic Position Fixing Aids.

4.9 Direction Finders.

4.10 Hydrographic Publications.

4.11 Emergency Navigational Lights And Signal Equipment.

4.12 Radiotelephone.

4.13 Ship Radio Reporting Systems And Requirements.

ANNEX OF BRIDGE PROCEDURE GUIDE

ANNEX I: Pilot Card.

ANNEX II: Wheelhouse Poster.

ANNEX III: Guidance On Steering Gear Test Routines.

ANNEX IV: Notice On The Correct Use Of Vhf Channels.

ANNEX V: Required Boarding Arrangements For Pilots.

PART B: BRIDGE CHECKLISTS

1) Familiarisation With Bridge Equipment.

2) Daily Tests And Checks.

3) Preparation For Sea.

4) Embarkation / Disembarkation Of Pilot.

5) Master / Pilot Information Exchange.

6) Navigation, Deep-Sea.

7) Navigation, Coastal Waters / Traffic Seperation Schemes.

8) Changing Over The Watch.

9) Preparation For Arrival In Port.

10) Anchoring And Anchor Watch.

11) Restricted Visibility.

12) Navigating In Heavy Weather Or In Tropical Storm Areas.

13) Navigating In Ice.

PART C: EMERGENCY CHECKLISTS

1) Main Engine Failure.

2) Steering Failure.

3) Gyro Failure / Compass Failure.

4) Bridge Control / Telegraph Failure.

5) Imminent Collision / Collision.

6) Stranding

7) Fire

8) Flooding

9) Boat / Liferaft Stations

10) Man Over Board.

11) Search and Rescue.

Q) As per bridge procedure guide, what are the duties of the officer of the
watch? (Jan-20, Sept-19)

Ans:- The Officer of the Watch (OOW) is the Master's representative and is

responsible at all times for the safe navigation of the ship, in full compliance with the

Convention on time International Regulations for the Prevention of Collisions at Sea

(COLREGS).

The presence of the Master on the bridge does not relieve the OOW of responsibility

for the watch. A decision by the Master to assume responsibility for the watch should

be unambiguously advised to the OOW and other members of the Bridge Team.

The OOW should comply with the requirements of the SMS and the Master's standing

and daily orders. Compliance ensures that agreed and robust procedures which

promote safety and mitigate risks are followed by Bridge Teams to execute and

monitor the passage plan.

The primary duty of the OOW is to maintain a safe navigational watch at sea or at

anchor, which will require ensuring:

 Compliance with the Company's navigational policies and requirements

 Effective watch handovers;

 Management of the Bridge Team;

 Keeping a proper look-out;

 Familiarity with the bridge layout and equipment;

 Familiarity with bridge procedures;

 Maintaining situational awareness;

 Surveillance of the ship;

 Execution of the passage plan;

 Navigation and control of the vessel;

 Collision avoidance in compliance with the COLREGS;

 GMDSS watchkeeping;

 Compliance with environmental requirements;

 Monitoring the performance of navigational equipment;

 Recording bridge activities;

 Management of emergency situations; and

 Security awareness.

Q) What is the purpose of the log book? Your vessel is arriving in port, list
the entries you will make in the log book from the time pilot on board until
vessel secured alongside the berth. (May-19)

Ans:- Deck log book:- The Deck log book is an important document and serves as

necessary evidence in case of any Accidents and Casualties. It must contain Factual

Entries with Time in each entry. It is essential that clear and accurate record of the

activities of the ship are kept, as the Log book will form a main part of the collection

of evidence in case of any incidents. Vessel‟s official language is mentioned on very

first page of the log book.

Record of Pilotage events during watch:

 Pilot on board.

 Passing abeam to break water.

 Passing under the bridge.

 Passing few navigation marks/ signal stations.

 Change of pilot(s).

 Any emergency during pilotage.

 Position and name of tugs made fast, first line ashore.

 All fast fwd n aft (configuration of rope example:- 4+2+2 F&A).

 Alongside on which side.

 Name of wharf etc.

 Tugs cast off.

 M/E blown through, finished with engines, bunkers, LO & FW ROB.

 Gangway down/Pilot away, arrival drafts etc.

Q) Prepare a check list prior to entry into a space that has been closed for an
extensive period of time. (May-19)

Ans:- Enclosed Space Entry Permit:- This permit relates to entry into any enclosed

space and should be completed by the master or responsible person and by any

persons entering the space, e.g. competent person and attendant.

Q) List all the checks/ tests and communication with VTS /pilots prior to
arrival at port. (May-19)

Ans:- Checklist prior to arrival at Port:-

Vessel Name Date     :

Print name of person :

completing checklist :

 

Notify port at least 72 hours before arrival (some require 96 hours) to ensure vessel may be

received.

Navigation & Communications

• Communicate with port authorities for any local information
• Plan checkpoints so position can be checked with radar, echo sounder or sight / bearing.
• Note congested areas, restricted areas and underlying obstructions
• Document local traffic reporting regulations, checkpoints and radio frequencies for traffic coordination
• If necessary, report security status, number of persons aboard, fuel, water, oil, cargo, passengers, tonnage,
• destination, owners info, agent info, date of departure of last port call, official numbers and call sign.
• Discuss potential security issues with crew in pre-arrival meeting
• Review all publications and charts for the port
• ISPS compliant ports, vessel security status and previous ten port calls will be required.
• Check bridge electronics, including echo sounder
• Test inter-ship communications, make contact with engine room
• Check running lights and day shapes
• Hoist appropriate flags
• Use radar/ AIS system to calculate safe distances from other vessels using anchorages
• Have a plan for potential wind, current changes
• Verify communications with deck
• Maintain radio watch on port/ safety frequencies

Documentation

• All documents for port call to be stamped with ship’s official stamp and signed by the Master
• List of personal items to be signed by the individuals
• Additional documents typically required by the port:

Crew list                     Medical Inventory                     Unmanifested cargo

Ship’s particulars       Declaration of Security              Cargo Nil list

Ship stores                 Previous 10 port calls list           Vaccination list

Previous Port Clearance Papers                                    Personal items list for each person aboard

Steering and Propulsion

• Test steering gear (SOLAS ChV Reg 26 Pt 1-2)
• Anchor gear in good working order
• Turn on steering system and test rudders and rudder angle indicator
• Once bow thruster is started, rotate the head and test the clutch/ throttle

Safety

• Check vessel perimeter to ensure mooring lines, cables, straps in position and secured
• Survey gear properly stowed
• Main engine gear boxes working properly
• Secure loose objects on bridge

Personnel

• Brief crew so all understand their duties during mooring operations
• Personnel station at positions and in proper PPE
• Advise personnel what to look for and who to notify in case of suspicious activity

PILOT

• Complete JSA for vessel to vessel transfer
• Contact approaching pilot and negotiate boarding procedures
• Have vessel crew stand by to assist
• Crewman to escort pilot to bridge
• Ask pilot about any recommended precautions to be taken ashore, security issued in port, local ordinances
• or curfews
• Crewman to escort pilot off bridge to disembark

Secured alongside

• Secure bow thruster and steering
• Notify engineering when ready to secure engines
• Switch radar to stand by
• Secure running lights
• Turn radios to proper channel to monitor communications with port authorities
• Deploy gangway securely with safety net in place
• Post gangway watch with sign in log

Q) State the STCW guidelines in ensuring a safe and efficient bridge watch. (July-16) 

Ans:- Watchkeeping arrangements and principles to be observed:- 

1) Masters, Chief Engineer Officers and all watchkeeping personnel on board their ships shall comply with the requirements, principles, principles and guidance set out in section A-VIII/2 of the STCW Code. The requirements shall be observed to ensure that safe continuous watches appropriate to the prevailing circumstances and conditions are maintained in all sea going ships at all times. 

2) The Master of every ship shall ensure that watchkeeping arrangements are adequate for maintaining safe watches, taking into account the prevailing circumstances and conditions and that, under the Master's general directions)

a) Officers in charge of the navigational watch are responsible for navigating the ship safely during their periods of duty, when they shall be physically present on the navigating bridge or in a directly associated location such as the chartroom or bridge control room at all times;

 b) Radio operators are responsible for maintaining a continuous radio watch on appropriate frequencies during their periods of duty;

 c) Officer in charge of an engineering watch under the direction of the Chief Engineer Officer, shall be immediately available and on call to attend the machinery spaces and, when required, shall be physically present in the machinery space during their periods of responsibility; and

 d) an appropriate and effective watch or watches are maintained for the purpose of safety at all times, while the ship is at anchor or moored and, if the ship is carrying hazardous cargo, the organisation of such watches takes full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions prevailing on board, afloat or ashore. 

Q) Describe the procedure for testing of controls prior departure from port. (Jan-19, May-17) 

Ans:- Steering Gear – Testing and Drills: Within twelve hours before departure of the ship from port, following systems to be checked and tested: 

 Main steering gear and system  Auxiliary steering gear and system

 The remote control systems of steering gear  The steering position indicator on the navigation bridge 

 The emergency power supply to one of the steering unit 

 The rudder angle indicators showing actual position of the rudder 

 Power failure alarms for the remote steering gear control system 

 Power unit failure alarms for the steering gear unit

 Automatic isolating arrangements and other automatic equipment.

Following listed procedure must be included along with the check and tests described above: 

1. The full movement of the rudder as per the required capabilities of the steering gear system present onboard

2. A visual inspection of all the linkages and connection in the steering gear

3. The means of communication between the steering gear room and navigational bridge must always be operational Other Important requirements related to steering gear are:

  A block diagram displaying the steering system, the changeover procedure from remote to local steering and steering gear power unit indicating the emergency supply unit must be clearly mentioned. 

 This diagram must be pasted in Navigation Bridge and steering gear compartment 

 All officers and crew concerned with the operation and maintenance of steering gear system must be familiar with changeover procedure from one to other system 

 Emergency steering drills to be carried out inn not more than three months period.

 Date and time for the tests, checks and drills carried out in steering gear system must be recorded. 

Q) State the circumstances under which you will call the Master. (July-19, Jan-19, Jan-18, Nov-17, May-17, May-16) 

Ans:- Calling the Master:- Master to be called for the following reasons 

1) When visibility has dropped or is suspected to drop to limit stated in Master‟s standing orders. 

2) Failure to sight a navigation mark. 

3) When any navigation mark is found unexpectedly. 

4) Failure of navigation / radio equipment. 

5) Failure of main engine / reduction in RPM. 

6) Failure of aux engines / steering. 

7) When atmospheric pressure dropped 3 hpa below normal. (or as directed by the Master in the standing orders.) 

8) If the position of own vessel is doubtful. 

9) On receipt of any urgent message received from company, owners, charterers, agent etc. 

10) In case of any emergency. 

11) When any vessel / person in distress. 

12) When traffic is causing concern, other vessel not complying with COLREGS, or if own vessel needs to deport from COLREGS necessary to avoid immediate danger.

 13) Failure to make land fall or in case of unexpected landfall. 

14) When soundings are not obtained as expected or when sounding is found unexpectedly. 

15) When CPA/ TCPA cannot be achieved as per standing orders. 

16) When wind force increased to limit stated in Master‟s standing orders. 

17) When difficulty is experienced to maintain the course. 

18) When vessel is pounding or pitching heavily. 

19) When shipping seas on foc‟sle deck. 

20) During heavy weather when there is any doubt regarding possibility of heavy weather damage.

21) Whenever unsafe practices are being carried on board. 

22) If the relieving watch keeper(s) is/ are unfit for the wath. 

23) If any nav. warning, met warning or piracy report is received is concerning own vessel. 

24) If any suspicious craft/ object is sighted. 

25) When any oil spillage sighted.

26) When vessel‟s speed dropped, unexpectedly without reduction in RPM. 

27) If any danger message to be sent as per SOLAS ch V. 

28) If unusual change in list or trim is observed. 

29) Whenever vessel is suspected to go into no go area. 

30) When vessel is suspected to contravene company‟s UKC policy. 

31) If any important instructions received from VTS, port control etc. 

32) Whenever the vessel reached the point marked on the chart / ECDIS by Master himself. (Master will write:- “Call Me”). 

33) When at anchorage, should you have reasons to believe that own vessel is dragging anchor or other vessels in the vicinity is dragging anchor. 

34) When at anchor, if other vessel is going to drop anchor or dropped the anchor very close distance to own vessel (Master must mention the distance in his standing orders).

35) Should you have reasons to believe that the own vessel had near-miss situation with another vessel (collision). 

36) If deck cargo is suspected to be washed overboard. 

37) If the gyro error or compass deviation is greater than the limit mentioned by Master. 

38) Any other instructions as per Master‟s standing orders or the company‟s standing orders or SMS procedures or night order/bridge order book. 

39) If the presence of master is required for any reasons not stated anywhere (Master‟s or the company‟s standing orders may not be exhaustive). 

40) Call the Master whenever in any kind of doubt, (an early call is better rather then calling at the last moment, adjustment of night vision should be taken into consideration, till master reaches the bridge appropriate action to be taken). 

Q) Explain what are the information/instructions available in the Master‟s standing order and explain why it is important to OOW. (July-19) 

Ans:- Master‟s Standing Orders: 

 The standing orders are a set of guidelines to ensure safe ship navigation and operations whether at sea or at port. These set of guidelines by the Master encompass a very wide array of aspects of navigation and rules of conduct for the officers. Standing orders are to be followed at all times by the officer on duty and is duly signed by every officer on board, making them liable to adhere to the orders. That is to say that the standing orders are in-force and applicable at all times the ship is at sea, at the port or at anchor. 

 The Master exercises due to experience and knowledge every time he takes over command. He assesses every situation keeping in mind the extent of the capabilities of his bridge team, the ECR team, the crew, and the technical facilities at his disposal. This makes the standing, as well as the night, orders an extension of his personal judgment on matters of ship safety and security. 

 All seafarer‟s are familiar with the term “The Master's word is final”. Well, let us just say that this is why these orders are put down in writing; to make their striking importance crystal clear. Keeping such high importance in mind, the orders should be executed with the same fervor. 

 The most crucial point would be to adhere to the orders, minimizing any scope of human error. However, it is only natural to err and therefore, any such error should be brought to a senior officer‟s notice immediately.

Q) What are the rest periods required for watch keepers as per STCW 2010? (July-17, Jan-16) 

Ans:- Rest Periods:- 

 The STCW Code has laid down regulations for mandatory rest periods for members of bridge team in order to prevent fatigue. The STCW Code has stipulated the following:- 

o Rest periods of at least 10 hours in any 24-hour period are required. 

o If rest is taken in two periods, one of those periods must be at least 6 hours. 

o The minimum period of 10 hours may be reduced to not less than 6 consecutive hours provided that any such reduction does not extend beyond two days, and not less than 70 (in case of UK 77) hours rest is provided during each sevenday period. 

 The OOW must ensure that the seafarer assigned the watchkeeping duties: 

o Has been given instructions in keeping lookout

o Knows what is expected of seafarer 

o Knows how and what observations to report 

o Suitably attired and protected from weather 

o Working hours are complied with and frequent relief is possible.

Q) What is “Sole lookout” as per STCW code, explain in details. (March-19) OR When can the officer of the watch be the Safe Lookout on bridge?(July-17) OR When can the officer of the watch be the Sole Lookout on bridge? (Jan-16) 

Ans:- Safe Lookout / Sole Lookout:- 

 Under the STCW Code, the OOW may, be the sole lookout in daylight provided that on each such occasion: 

 The situation has been carefully assessed and it has been established without doubt that it is safe to operate with a sole lookout. 

 Full account has been taken of all relevant factors, including, but not limited to: 

o State of weather. 

o Visibility. 

o Traffic density.

o Proximity of dangers to navigation. 

o The attention necessary when navigating in or near traffic separation schemes. 

 When deemed necessary, assistance is immediately summoned to the bridge. 

 If sole lookout watchkeeping practices are to be followed, clear guidance on how they should operate will need to be given in the SMS.

Q) Describe in details the purpose & importance of “lookout” in keeping a safe bridge watch. (Sept-17) 

Ans:- The lookout helps in detect the following: 

 Any kind of floating object  Navigation mark or lights

 Any type of distress signal from other ships or ports 

 Land 

 Ice, irrespective of size or form 

 Any type of ship irrespective of its size 

 Sandbags or prominent navigational features 

 Problem with any of the ship‟s navigation systems, including navigational lights 

 Any kind of hazards or derelicts that can be dangerous to the ship‟s navigation

The main duties of a lookout are: 

 To give utmost attention through sight, hearing, and any other means in order to assess any change in the operating environment 

 Detecting and reporting on ships, shipwrecks, debris, shipwrecked person, and other navigational hazards 

 Reporting on possibilities of collision, stranding, and other dangers to navigation 

 The lookout should remain at his position at all times until he is relieved from his duties. On relieving, he should provide all the information to his reliever about things that he has reported. 

Q) What factors you will consider in determining the composition of navigational watch under STCW code. (March-19) 

Ans:- In determining that the composition of the navigational watch is adequate to ensure that a proper look-out can continuously be maintained, the master shall take into account all relevant factors, including those described in this section of the STCW Code, as well as the following factors: 

1) Visibility, state of weather and sea. 

2) Traffic density and other activities occurring in the area in which the vessel is navigating. 

3) The attention necessary when navigating in or near traffic separation schemes or other routeing measures. 

4) The additional workload caused by the nature of the ship's functions, immediate operating requirements and anticipated manoeuvres. 

5) The fitness for duty of any crew members on call who are assigned as members of the watch. 

6) Knowledge of and confidence in the professional competence of the ship's officers and crew. 

7) The experience of each officer of the navigational watch, and the familiarity of that officer with the ship's equipment, procedures, and manoeuvring capability. 

8) Activities taking place on board the ship at any particular time, including radio communication activities and the availability of assistance to be summoned immediately to the bridge when necessary. 9) The operational status of bridge instrumentation and controls, including alarm systems. 

10) Rudder and propeller control and ship manoeuvring characteristics. 

11) The size of the ship and the field of vision available from the conning position. 

12) The configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting by sight or hearing any external development. 

13) Any other relevant standard, procedure or guidance relating to watchkeeping. 

14) Arrangements and fitness for duty which has been adopted by the Organization. 

Watch arrangements: - When deciding the composition of the watch on the bridge, which may include appropriately qualified ratings, the following factors, inter alia, shall be taken into account: 

1) At no time shall the bridge be left unattended. 

2) Weather conditions, visibility and whether there is daylight or darkness.

3) Proximity of navigational hazards which may make it necessary for the officer in charge of the watch to carry out additional navigational duties; 

4) Use and operational condition of navigational aids such as radar or electronic 

position-indicating devices and any other equipment affecting the safe navigation of the ship; 

5) Whether the ship is fitted with automatic steering.

6) Whether there are radio duties to be performed. 

7) Unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures for their use and limitations. 

8) Any unusual demands on the navigational watch that may arise as a result of special operational circumstances. 

Q) Your vessel is at anchor, how will you take over your watch. (July-19, Jan17) 

Ans:- Taking over an anchor watch:

1) Read instructions from Master or Chief Officer. 

2) Check position of own vessel to ensure she is not dragging anchor. 

3) Check UKC, maintain VHF watch for instruction.

 4) Check distance of all other vessel‟s at anchorage. Look out for other vessel‟s dragging. 

5) Look out for vessel‟s approaching the anchorage area. 

6) Check the wind, sea, swell, continuously asses the visibility. 

7) Read & sign all met warning‟s & nav warnings received during watch. 

8) Establish compass error. 

9) Check SAT-C for routine messages notify Master accordingly. 

10) If bunker barge expected, keep look out for the same, if bunker barge is already alongside, keep track of all timings, ensure no sheen is visible, if so inform master. 

11) Keep look out for bunker overflow. 

12) Abide by all ISPS procedures, do not let unauthorized vessel(s) be alongside own vessel. 

13) Ensure appropriate lights & shapes are displayed.

14) Ensure appropriate flags are hoisted/ lowered.

15) Keep eye on crew working on deck, stop any kind of unsafe practices, abide by all international & local regs. 

16) Some boats/ launches may be expected carrying stores, crew, port officials, surveyors, auditors, inspectors, ship chandler etc., ensures these boats are tended to safety. 

17) Test the controls as instructed. 

18) Try out m/eng as instructed. 

19) Keep track of vessel berthing/ unberthing intended berth. 

20) Receive instructions from VTS/ Ports Control & notify all parties as instructed. 

21) Follow Master‟s standing orders, bridge orders, call Master & doubt. 

22) Abide by company‟s sms procedures, checklists and all additional measures as per Risk assessments. 

Q) Describe the responsibility of the OOW in the following circumstances: Approaching a port. (March-16) 

Ans:- Responsibility of the OOW - Approaching a port:-

1) The Master and all navigational watchkeeping officers should, well before hand, thoroughly study the Sailing Directions (Often referred to as the Pilot Book) and the chart of the approaches to the port.

2) The passage plan for arrival at the port should be prepared and kept handy so that the OOW would be able to monitor the navigation of the vessel at all times, even when the Master or the pilot is directing the process. This serves as a second check on the navigational safety of the ship. 

3) Communicate to the arrival port, by VHF, the ETA of the ship as and when instructed by the Master. 4) Inform the Master at the time indicated by him. 

5) Give notice to the engine room at the time or charted position, as instructed by the Master. Inform Master when this has been done. 

6) Synchronise clocks of the bridge, the engine room and the auto-recorder of the bridge – ER telegraph. 

7) Call up a seaman to act as the bridge messenger. 

8) Change over to hand steering. 

9) Switch on the other steering motor also. 

10) Try out the steering system. After a long sea passage, it is necessary to try out the steering system about two hours before reaching confined waters. This done by: 

o Changing over to hand steering and then putting the helm hardover to one side and then the other whilst using one steering motor. 

o The same is then repeated while using the other steering motor. o If the ship is fitted with electro-hydraulic steering system, it is necessary to try out the steering on the electric and the hydraulic systems separately. 

o On ships fitted with a shaft generator, it would normally be necessary to inform the Engine Room before making sudden helm movements in order to prevent the generator from tripping off. If this happens, a diesel generator would automatically come on but, in the intervening couple of minutes, there would be no electric supply on the ship. 

11) Take in the log (retract log sensor). 

12) If daytime, keep flags ready – Red Ensign, courtesy flag, house flag, G, Q, H, etc.

13) If night time, try out lights of Christmas Tree by switching them on momentarily.

14) Try out pneumatic whistle and electric klaxon by giving a very short blast on each. 

15) Rig up the daylight signaling lamp and try it out on the mains and also the battery. 

16) Check communication system to the forward and aft stations and to the steering gear compartment. 17) Have pilot ladder, life buoy with rope attached, heaving line and boat rope kept ready to be rigged (also flood light at night). 

18) Give adequate notice to the crew for coming on arrival stations. 

19) Electric power to be switched on to the windlass.

20) Keep a record of all events and their timings in the Bridge Notebook. The important entries are to be copied into the Mates Logbook later on. 

21) Keep „Pilot information card‟ ready for presentation to the pilot as soon as he enters the wheelhouse. This card contains the necessary information regarding the ship‟s particulars, navigational equipment, etc. in a standard format as given in the „Bridge Procedure Guide‟ published by the International Chamber of Shipping (ICS). This card is separate from, and in addition to, the „Wheel-house Poster‟ displayed in the wheelhouse.

22) After ringing Stand-By Below (SBB) on the telegraph, the Master would try out the engine by going astern. An entry, „‟Engine tried out astern‟ should be made in the Bridge Notebook and later copied into the Ship‟s Logbook.

23) Anti-pilferage watch to be arranged on deck to commence before arrival port. 

24) While going alongside, the pump room blowers should be switched off. This is to prevent sparks from the funnels of tugs used from being drawn into the pump room.

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

Ans;- Clearing the anchor(s) for arrival:- 

 ensure power is on to forward windlass 

 ensure the break is applied and windlass is in gear 

 remove the guillotine bar or bow stopper and anchor lashings release the brake 

 lower anchor(s) clear of the hawse pipe 

 report to the bridge "Anchor(s) clear of hawse pipe and ready for letting go" 

 await further instructions from the bridge. 

 Always be alert to any changing circumstances e.g. excessive vibration or unusual noise of machinery. 

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

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

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

 general safety procedures and precautions including PPE 

 identify a safe anchorage with good holding ground 

 identify a safe anchorage that lies within the Territorial 

 Waters of the Port State Authority 

 hinged-bar-type-chain-stopper 

 local weather and forecasts 

 good seamanship 

 the direction of the current or tidal stream 

 sufficient depth of water 

 anchor to be used 

 amount of cable to use / payout 

 anticipated final manoeuvring prior to letting go or 

 walking back 

 method of letting go or walking back 

 communications 

 escape / abort route should circumstances dictate.

Q) What factors would you consider in deciding the anchor position and amount of cable to use. (May-17) 

Ans:- Arriving at the anchoring position: 

 Prior to anchoring, the direction and speed of the current or tidal stream and wind must be confirmed. Attempts should not, whenever possible, be made to anchor across the current, tidal stream or wind. 

 When all the way has been taken off the vessel, the vessel's head should be close to the direction of the tidal stream or wind and the bow should not be swinging excessively.

Planning for Anchoring:

 Master Shall Identify a suitable anchoring position before entering the anchorage area. 

 Conduct a planned approach including speed reduction in ample time and orienting the ships head prior anchoring to (a) Same as similar sized vessels around or (b) Stem the tide or wind whichever is stronger. 

 Decide on which method of anchoring to be used and the number of shackles depending on the depth of water, expected weather and holding ground. A simple rule in determining length of cable to use: 

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

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

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

It is suggested the use of radar parallel indexing technique, an effective tool in maneuvering approach to anchoring position. A fix reference point is necessary in establishing the intended anchoring position relative to this fix point.