Bridge Watchkeeping Safety Solved Past Papers Chief Mate Phase 2

PHASE – II {CHIEF MATE} – Bridge Watch-Keeping, Ship Handling & Emergencies – Solved Past Papers
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- August ‘19
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Q. Explain briefly the following: - Pivot point when moving ahead with constant speed. (Aug-19)
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 ships on opposite course in a
narrow channel. (Aug-19)
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.
 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.
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 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.
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.
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
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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
o Emergency steering
o Medical Emergency
o Abandon ship
o Piracy attack
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
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operator Port of registry, Cargo, last port and next port.
Securing Document for Evidence:-

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.
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
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.
And so on until the area is fully searched.
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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:-
 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
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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):-
 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
Page 7
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;
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.
Q. You are in TSS with fog, when a man falls overboard from your vessel. State the actions you would
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:
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 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:
 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.
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
ship’s hull changes, so does transverse thrust. The difference is most noticeable in shallow water. For
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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. (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. (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.
Page 12

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

Visit:- www.owaysonline.com for latest notes Phone:- 77159 32112

This book has been prepared to assist in preparation for

Students are required to write their papers based on the

All efforts have been made to ensure correctness of

Please feel free to share your feedback at email id:-

 On close approach, the combined positive bow pressure

 When abeam, the combined low pressure zones

 As each vessel draws clear the combined low pressure

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

operator Port of registry, Cargo, last port and next port.

Securing Document for Evidence:-

1) EXPANDING SQUARE SEARCH:-

3) PARALLEL SWEEP (TRACK) SEARCH:-

Multiple vessels may be used as shown opposite:

4) TRACK LINE SEARCH (TS):-

5) CONTOUR SEARCH (OS):-

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

Standard Methods of Recovery –

 Rudder hard over.

Q. What is Pooping? Explain the effects with suitable sketch. (Aug-19)

Q. What is Broaching? Explain the effects with suitable sketch. (Aug-19)

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