1.

How you will take over night watch:

 Go to chart room at least 15 min before time.

 Inspect chart CMG/SMG during past hours.
 Check course to steer during watch and positions of course alterations, expected depth of water, dist. To pass dangers,
characteristics of lights, time of rising and dipping.
 Read and sum Masters order book.
 Check weather report.
 Inspect compass error book and make sure compass error is being applied correctly.
 Ensure navigation lights all working by looking at each one and the sentinel.
 Check sounding of depth of water and confirm with charted depth.
 Check R.P.M. indicator.
 Check course recorder.
 Ensure watch on VHF ch 16.
 Keep check on look out man and make sure he is alert.
 Identify shore lights if any.
 Check setting of auto pilot.
 Understand the traffic movement on sight.
 Receive compass heading from outgoing officer.
 Compare compasses.
 Check pictures on radar and get accustomed to it.

Soon after taking over watch

 Check position of vessel is correct.

 Compare compasses.
 Lookout man is alert.
 Read logbook after outgoing officer leaves the bridge.
 Confirm for any stand by orders by master.

2. GPS Failed while coastal passage action:

 Cross Bearings
 Ranges of Two or More Points.
 Combined Range and Bearing.
 A Bearing and Sounding
 Running Fix.
 Doubling the Angle on the Bow.
 The Four Point Bearing.
 The Transit Bearing.
 Danger or Clearing Bearings.
 Vertical Sextant Angle.
 By Astronomical object.

3. How will you fix position if GPS is not working?

Always Carry a Backup: Sometimes the only “fix” you need is a backup GPS. That is, if the problem is with your device itself
(a dead battery or other technical failing), then a having a second device on hand will quickly solve your problem
Navigate Manually: If your GPS fails due to a lost signal, you’ll need to use traditional methods and tools (e.g. paper chart,
compass, parallel rulers) to verify your position and calculate course headings and distances to the closest port of call. Again,
this is why it’s important to learn—and maintain—manual navigation skills

 If you can see land and can draw lines of position back from preferably 3 or more points on your paper charts, you have
to be where they intersect.

 If you can see only one landmark, you can calculate a “running fix.” Get a bearing from your … compass to the one
point you can see. Draw the line of position from you to it – and write down the time. While maintaining course and
speed, give yourself some time before taking another bearing to that landmark and draw the new line of position and
mark the time.
Call for Rescue: When you can’t navigate to land, for whatever reason, it’s time to call for help. If you have a standard VHF
radio and are within radio range of the Coast Guard, send out a distress call. Using its Rescue-21 system, the USCG can pinpoint
your location and quickly begin the search and rescue mission.

4. How will you take terrestrial bearing:

To take a bearing: Hold the compass level, and point its direction-of-travel arrow toward your destination. Rotate the azimuth
ring until the orienting arrow lines up with the magnetic needle. Be sure the north end of the needle (usually red) points to N, not
S

5. Encountered restricted visibility action:

When restricted visibility is encountered or expected, the first responsibility of the officer of the watch is to comply with the
relevant rules of the International Regulations for Preventing Collisions at Sea, with particular regard to the sounding of fog
signals, proceeding at a safe speed and having the engines ready for immediate manœuvre. In addition, the officer in charge of
the navigational watch shall:
 inform the master,
 post a proper look-out,
 exhibit navigation lights, and
 operate and use the radar.
When restricted visibility is encountered or expected, the first responsibility of the officer of the watch is to comply with the
relevant rules of the applicable regulations for preventing collisions at sea, with particular regard to the sounding of fog signals,
proceeding at a safe speed and having the engines ready for immediate manœuvres. In addition, he should:
 inform the master (see paragraph 24);
 post a proper look-out and helmsman and, in congested waters, revert to hand steering immediately;
 exhibit navigation lights;
 operate and use the radar.
It is important that the officer of the watch should know the handling characteristics of his ship, including its stopping distance,
and should appreciate that other ships may have different handling characteristics.

6. Quote rule 19 and explain all points:

Conduct of Vessels in Restricted Visibility.

 This rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility.
 Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and condition of restricted visibility.
A power driven vessel shall have her engines ready for immediate manoeuvre.
 Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when
complying with the Rules of Section I of this Part. (Conduct of vessel during ANY condition of visibility)
 A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is
developing and/or risk of collision exists. If so, she shall take avoiding action in ample time, provided that when such
action consists of an alteration in course, so far as possible the following shall be avoided:
 (i) An alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;
(ii) An alteration of course toward a vessel abeam or abaft the beam.
 Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward
of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel
forward of her beam, shall reduce her speed to be the minimum at which she can be kept on her course. She shall if
necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.
 The important point to consider with this rule is that it applies when “navigating in or near an area of restricted
visibility”. This means that you could for example, be steaming in beautifully clear visibility on one side of the ship,
but have a fog bank fairly close by, on the other. In this situation, this rule will apply. Logically, the other rules cannot
apply in cases of bad visibility, as the ships are not in sight of one another. Thus the priorities defined in Rule 18 in
Section II are no longer valid, as it is impossible to determine if another vessel is fishing, NUC or RAM etc.
 With regard to paragraph (b), the use of engines as a means of collision avoidance has already been discussed, but
nevertheless, they should be ready for manoeuvre, as their use may be the only course of action that the OOW has, to
avoid a collision.
 Paragraph (c) includes an assessment of safe speed that must be made, that takes into account your radar characteristics
and efficiency which is a reference back to Rule 6 paragraph (b) and Rule 7 (b) and (c). Here you are dealing with
adjustment of speed (normally reduction). There is no guarantee of “Pick up” range of other vessels on Radar. Irony is,
what is visible on Radar may not be visible due to short range of Navigational lights. Even at 6 NM range, when you
have established risk of collision vessels may not be visible to each other. To make matters more confusing, one of the
vessels may not have operational radar. This points out complexities of rules. Eventually it means you must be alert to
detect vessels, take prompt action to judge risk and take appropriate action.
 Paragraph (d) is rather efficient and very easy to follow, provided only two ships are involved. Unfortunately, in many
circumstances, a risk of collision exists with several vessels at once and manoeuvring for one of them can bring others
onto a collision course. An OOW must always be aware of the “big” picture within a range of say 6 miles.
 Paragraph (e) is self-explanatory BUT it must be remembered that this is not always the best course of action to
take. Basically it says that if you detect unknown object forward of beam, create more time for observations and action.
Like you stop ball while playing football before kicking it with plan.
 Also, it is worth noting that Rule 13 does not apply in restricted visibility. Remember what the first paragraph of Rule
13 says “Notwithstanding anything contained in the Rules of Part B, Sections I and II any vessel overtaking any other
shall keep out of the way of the vessel being overtaken.” Rule 19 is in Part B, Section III of the regulations and Rule
13 only applies to Part B, sections I and II. However, again with the practice of good seamanship, an overtaking vessel
would be expected to keep clear. So, when are you overtaking in fog? You cannot see the other vessel and so cannot
determine if you are approaching from more than 22½ ° abaft her beam. You must therefore plot the other vessel on
radar, in order to determine her course and speed. Having therefore gained knowledge of the other vessel’s course etc.,
it would seem to be a fairly pointless exercise, to then try and determine when you are exactly 22½ degrees, or more,
abaft her beam. Having plotted the other vessel, it would be good practice to assume that you are overtaking her, if you
are approaching the other vessel from aft of her beam. Although this is not laid down in the Rules, the practice of good
seamanship would determine that this would be a prudent course of action to take.

7. CBD Definition

8. Lights of CBD & AGROUND VSL

 A vessel aground of more than 50 m in length shall exhibit:

 in the fore part, an all-round white light;
 at or near the stern and at a lower level that the light in the fore part, an all-round white light;
 two all-round red lights in a vertical line, where they can best be seen.

9. Lights of nuc while making way:

A vessel not under command shall exhibit:

 two all-round red lights in a vertical line where they can best be seen;
  two balls or similar shapes in a vertical line where they can best be seen;
 When making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.

A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine clearance operations, shall exhibit:

 Three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red
and the middle light shall be white;
 Three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes shall be balls and the
middle one a diamond;
 when making way through the water, a masthead light or lights, sidelights and a sternlight, in addition to the lights
prescribed in subparagraph (1);
 When at anchor, in addition to the lights or shapes prescribed in subparagraphs(1) and (2), the light, lights or shape
prescribed in Rule 30.

A power-driven vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to
deviate from their course shall, in addition to the lights or shapes prescribed in Rule 24(a), exhibit the lights or shapes prescribed
in subparagraph (b)(1) and (2) of this Rule.

A vessel engaged in dredging or underwater operations, when restricted in her ability to manoeuvre, shall exhibit the lights and
shapes prescribed in subparagraphs (b)(1),(2) and (3) of this Rule and shall in addition when an obstruction exists, exhibit:

 two all-round red lights or two balls in a vertical line to indicate the side on which the obstruction exists;
 two all-round green lights or two diamonds in a vertical line to indicate the side on which another vessel may pass;
 when at anchor, the lights or shapes prescribed in this paragraph instead of the lights or shapes prescribed in Rule 30.

Whenever the size of a vessel engaged in diving operations makes it impracticable to exhibit all lights and shapes prescribed in
paragraph (d) of this Rule, the following shall be exhibited:

 Three all-round lights in a vertical line where they can best be seen. The highest and lowest of these lights shall be red
and the middle light shall be white;
 a rigid replica of the code flag “A” not less than 1 meter in height. Measures shall be taken to ensure its all-round
visibility.

A vessel engaged in mine-clearance operations shall in addition to the lights prescribed for a power-driven vessel in Rule 23 or
to the light or shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls.
One of these lights or shapes shall be exhibited near the foremast head and one at each end of the foreyard. These lights or
shapes indicate that it is dangerous for another vessel to approach within 1000 meters of the mine-clearance vessel.

Vessels of less than 12 meters in length, except those engaged in diving operations, shall not be required to exhibit the lights
prescribed in this Rule.

The signals prescribed in this Rule are not signals of vessels in distress and requiring assistance. Such signals are contained in
Annex IV to these Regulations.

10. What is Transverse thrust:

Transverse thrust for a right handed propeller is a tendency to give a small push to starboard of the stern part of vessel, when
running ahead. On astern propulsion, it is a push felt towards the port side by the stern part. This tendency is clearly noticeable in
calm and near perfect conditions.
11. Turning circle will increase or decrease because of the transverse thrust:

Mainly a function of water flow, the transverse thrust can be increased or decreased by varying propeller rpm. This in turn varies
the magnitude of the force in tonnes applied to the quarter and it can be viewed clinically as one of the forces available to the
ship handler in much the same manner as rudder, tug or bow thruster forces. It is, however, a weak force and can be roughly
calculated if the ship of a particular ship is known.

12. Why ahead transverse thrust is less than astern transverse thrust:

Transverse thrust for a right handed propeller is a tendency to give a small push to starboard of the stern part of vessel, when
running ahead. On astern propulsion, it is a push felt towards the port side by the stern part. This tendency is clearly noticeable in
calm and near perfect conditions. It can be influenced by other likely factors such as wind, ship’s speed, shallow water, etc. The
effect of transverse thrust, whilst making an ahead movement is less pronounced than when making an astern movement.
Various theories such as lower part of sea being more dense than the upper layer of water, have been ruled out. This effect may
though be felt in shallow water areas, where the lower layers of water have suspended sand particles. If the propeller is half
submerged, it is clearly the paddling effect. As if the width of propeller blades (pitch of the propeller) must be rowing through
the water. This effect is also called propeller walk. On the ‘Ahead movement mode’ of a right handed propeller.

a) It is experimentally proven fact that the speed or flow of water into the propeller area is uneven in magnitude.

b) The angular thrusts on port and starboard side can be resolved in athwartship and fore and aft components. Fore and aft
components add up to give speed to ship. The athwartship components are unequal and hence, create a bias. The hull shape
forward of the propeller is not same, considering the upper and the lower halves. This means the blades, while going up will
throw water aft with different intensity as compared to the throw when coming down. The effect is maximum, when starting
from rest because at this time the pivot point is right forward as the ship tends to break in to the water ahead. The pivot point
moves aft to about 1/3rd the length from forward when she is making way.

On the ‘Astern Movement mode’, the helical discharge or flow, from a right handed propeller working astern splits and passes
forward towards either side of the hull. In doing so it behaves quite differently. A stronger flow to the starboard side is
responsible for slewing the stern to port as a reaction to the flow of water. When starting from rest the pivot point may be
assumed to be amidships providing reasonable lever to turn the vessel. The lever becomes much smaller as the pivot moves aft
close to stern. Thus, it is seen in both viz. ahead and astern propulsion that the transverse thrust is maximum when starting from
rest. Suppose a ship of 60,000 dwt with a full ahead has 15,000 SHP and in full astern mode SHP is only 50% of this, then it
only has a maximum of 7500 SHP when going astern. For all practical purposes it can be taken as a rough guide that transverse
thrust is only 5 to 10% of the applied stern power therefore in this case at best a force of 750 SHP or 7.5 tonnes is available. (100
SHP is approx 1 tonne). The position of the pivot point is an important consideration as the lever will increase or decrease due to
the shifting of pivot point.

13. CBD Definition, lights and shapes

14. Quote Rule 19:

Rule19 states every vessel should proceed at a safe speed adapted to prevailing circumstances and restricted visibility. A vessel
detecting by radar another vessel should determine if there is risk of collision and if so take avoiding action.

15. ROR Cards both day and night

16. Lala Buoyage and routering charts

The IALA Buoyage System is a worldwide standard sea mark system used in navigation to mark the edge channels. These road
signs on the water are made up of five buoy types- cardinal, lateral,isolated danger, special and safe water marks.

Essential for use in passage planning for ocean voyages, Routeing Charts include routes and distances between major ports,
ocean currents, ice limits, load lines and wind roses. They also contain expected meteorological and oceanographic conditions
for each month of the year.

17. Passage planning in practical asked on at what distance you will start making plan from coast

1 – Distance

Once you have worked out the distance you are sailing, you can use your average boat speed to calculate your passage duration.

2 – Estimated Time of Departure

This is useful to note so your crew know when they should have everything in place to depart. It is also important because it may
impact on your tidal constraints

3 – Estimated Time of Arrival

Another important piece of information for calculating tidal constraints upon entry to a harbour or if you are passing over tidal
gates.

4 – Weather

Are the winds in favour of your passage and are the conditions suitable for a safe passage. Read our blog about weather systems
for further information. Or take a look at using GRIB files to predict the weather.

5 – Tidal Considerations

Use tidal information included on your charts and almanac to maximise the efficiency of your sail. Sailing against a strong tide
will slow down your passage. You may also need a certain tidal height to pass over a tidal gate or bar when entering a harbour.

6 – Ports of Refuge

If unpredicted weather arrives, where can you stop for shelter? Ports of refuge are useful to have noted if there is a problem that
stops you from getting to your destination.

7 – Hazards on Route

Are there any areas that need to be avoided on your sail? A good idea to have them written down and how to avoid them.

8 – Pilotage

This is one of the most important points to passage planning. If you clearly know what to expect for an entry or exit into harbour
then it will make your life much easier. See our detailed blog about pilotage for further information.

9 – Shore Contact

Someone on shore should be aware of your passage plan and be briefed about what to do in an emergency. They should be told
your ETA and ETD and alert the coastguard if you are overdue.

10 – Suitability

The most important consideration is whether your passage plan is suitable for your yacht and crew. The skipper must ensure the
highest safety standards are met for both the vessel and the crew.
18. What all publications you will use and what all information you will get from them:

The nautical publications contain detailed information of various topics for the safety navigation. They include conditions of
harbours and passages, meteorological and oceanographic conditions, aids to navigation, prediction on tides and tidal streams,
etc. The following publications are available:

● Sailing Directions

Sailing Directions are to provide detailed descriptions of such items as navigational passages, harbours, landmarks,
meteorological and oceanographic conditions, etc., together with illustrations and pictures.

● Special Publications

Special publications include Passage Pilot, List of Aids to Navigation, Tide Tables, Distance Table, Catalogue of Charts and
Publications and so on

All charts and publications must be of the latest obtainable edition and be kept up to date from the latest relevant obtainable
notices to mariners and radio navigational warnings.

The following publications should be consulted when voyage planning;

 International Code of Signals (IMO)

 IAMSAR Manual Vol.III
 Mariners’ Handbook (UKHO)
 Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
 Notices to Mariners (UKHO)
 Notices to Mariners Annual Summary (UKHO)
 Lists of Radio Signals (UKHO)Â
 Lists of Lights (UKHO)
 Sailing Directions (UKHO)
 Nautical Almanac
 Navigational Tables
 Tide Tables
 Tidal Stream Atlases
 Operating and Maintenance Instructions for Navigational Aids carried by the Ship

The navigator responsible for planning the voyage should also use their personal experience and if available any previous
voyage plans.

19. How will you take amplitude:

Amplitude can be found in two main ways. Either find half of the difference between the max and min values or find the
distance between the max value and the midline

When observing the amplitude of a body, its centre should be on the rational horizon, that is, its true altitude should be exactly 0°
which implies that its zenith distance will be exactly 90°. Amplitude is measured from the observer's prime vertical, as shown in
the figure, and not from the observer's meridian.

20. Sun at visible or rational horizon (cross question):

The time of sunrise is when the sun is on the observer's rational horizon, the amplitude of the sun therefore should be taken when
the centre of the sun is about 33' above the visible horizon. This would mean that the time to take would be when the sun's
Lower Limb is half the semi diameter above the visible horizon.

21. How you did emergency steering onboard your ship:

A ship consists of electromechanical steering gear unit which steers the vessel from one port to other. Normally steering gear
unit is 2 or 4 ram electro-hydraulically operated unit with two or more hydraulic motor for the ram movement.

A situation can occur in which the remote control operation may fail to work and their can be a sudden loss of steering control
from the bridge. This can be due to sudden power failure, any electrical fault in the system or the control system which includes
faulty tele-motor or servo motor which is used for transferring the signal from bridge to the steering unit.

To have control the steering of the ship at such emergency situation with manual measure from within the steering gear room, an
emergency steering system is used.

22. Emergency steering drill conductor interval:

These drills should take place at least once every three months in order to practice emergency steering procedures as prescribed
in SOLAS 74 as amended Chapter V Reg

1 Within 12 hours before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure
shall include, where applicable, the operation of the following:

.1 the main steering gear;

.2 the auxiliary steering gear;

.3 the remote steering gear control systems;

.4 the steering positions located on the navigation bridge;

.5 the emergency power supply;

.6 the rudder angle indicators in relation to the actual position of the rudder;

.7 the remote steering gear control system power failure alarms;

.8 the steering gear power unit failure alarms; and

.9 automatic isolating arrangements and other automatic equipment.

2 The checks and tests shall include:

.1 the full movement of the rudder according to the required capabilities of the steering gear;

.2 a visual inspection for the steering gear and its connecting linkage; and

.3 the operation of the means of communication between the navigation bridge and steering gear compartment.

3.1 Simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control
systems and steering gear power units shall be permanently displayed on the navigation bridge and in the steering compartment.
 3.2 All ship's officers concerned with the operation and/or maintenance of steering gear shall be familiar with the operation of
the steering systems fitted on the ship and with the procedures for changing from one system to another.

4 In addition to the routine checks and tests prescribed in paragraphs 1 and 2, emergency steering drills shall take place at least
once every three months in order to practise emergency steering procedures. These drills shall include direct control within the
steering gear compartment, the communications procedure with the navigation bridge and, where applicable, the operation of
alternative power supplies.

5 The Administration may waive the requirements to carry out the checks and tests prescribed in paragraphs 1 and 2 for ships
which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week.

6 The date upon which the checks and tests prescribed in paragraphs 1 and 2 are carried out and the date and details of
emergency steering drills carried out under paragraph 4 shall be recorded.

23. NFU Mode:

Non follow-up mode

In NFU mode, a tiller switch can be moved to the left or right, which moves the rudder towards port or starboard. In this mode,
the helmsman must hold the tiller switch until the rudder reaches the required angle and then release the tiller switch to stop the
rudder's movement.