Capt. Sharda Q & A

CAPT.
SHARDA Q&A
SET-I
1. Crossing situation
2. Head-on situation
3. Vsl on 30 deg port bow, course 150 deg and you course is 000 deg, what is the Aspect?
Ans. Aspect is zero.
4. ROR cards
5. Rule -6,
6. What are the limitations/constrains imposed on radar scale?
Ans. 1. Range discrimination- It is the ability of the RADAR to distinguish between

two targets on same bearing and different range, as per IMO performance standards a
RADAR should be able to distinguish between 2 targets separated by 40 m on 1.5 M range
scale.
2. Bearing discrimination- It is the ability of the RADAR to distinguish between

two targets on same range and different bearing, as per IMO performance standards it
should not be more than 2.5°.
3. Minimum range- It is the minimum range at which the target can be

detected by the RADAR, and is affected by various aspect: Height of RADAR, VBW, Pulse
Length and Wavelength. As per IMO performance standard the RADAR scanner placed at
a height of 15 m should be able to detect the target at 40 m.
4. Maximum range- It is the maximum range at which the target can be

detected. It depends on various factors: Height of scanner, VBW, HBW, diffraction,
attenuation, Weather effects, Nature of target, power of the set and receiver sensitivity.
5. Range Accuracy- It is the accuracy with which the RADAR can measure the
range of a target, as per IMO performance standards the error should be not more than
1% of range scale in use or 30 m.
Prepared By- Abhishek Jha

CAPT. SHARDA Q&A
6. Bearing accuracy- It is the accuracy with which the RADAR can detect the
bearing of an object, as per IMO performance standards it should not be more than +/-
1°.
7. LRIT, what r uses of it to coastal state?
Ans. Long Range Identification tracking system is fitted onboard ship’s to provide the
authorised receivers the position of the ship with primary purpose to enhance maritime
security.
Working: 1. Ships transmit data at every 6 hours, consisting of IMO no, position,
date and time of transmission to the satellites.
2. Via satellite this data is transferred to CSP, which forwards his data to
ASP as received.
3. ASP adds some data to received data i.e. Ships name, LRIT No, MMSI
No, Date and time received & date and time transmitted.
4. Afterwards this data is forwarded to Data centre of the flag state.
5. All the data centres are connected to each other via International Data
Exchange. And any request for data of a ship is made through IDE.
Every country has their own data centres but some countries have combined together
which are called as Regional data centre.
For India the Data centre is located in Jahaj Bhawan, D.G. Shipping.
Coastal state can keep a track of all the ship’s within 1000 NM of coastline provided the
ship is not in territorial water of other country.
8. Polar code?
Ans. Polar Code is required for ships navigating in polar areas. It assists these vessels by
providing necessary info. Contents of Polar code are
Chapter 1 - General
PART A – CONSTRUCTION PROVISIONS
Chapter 2 – Structures
Chapter 3 - Subdivision and stability
Chapter 4 - Accommodation and escape measures
Chapter 5 - Directional control systems
Chapter 6 - Anchoring and towing arrangements
Chapter 7 - Main machinery Chapter

CAPT. SHARDA Q&A
8 - Auxiliary machinery systems
Chapter 9 - Electrical installations
PART B – EQUIPMENT
Chapter 10 - Fire safety
Chapter 11 - Life-saving appliances and survival arrangements
Chapter 12 - Navigational equipment
PART C – OPERATIONAL
Chapter 13 - Operational arrangements
Chapter 14 - Crewing
Chapter 15 - Emergency equipment
PART D – ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL
Chapter 16 - Environmental protection and damage control
It will be mandatory for ships constructed on or after 01 st Jan 17, for other ship’s NLT 01st
Jan 18. All the amendments necessary for making the code mandatory are adopted by the
IMEC in 68th conference held in London between 11-15 May.
9. How to calculate wind speed by isobars?
Ans. With the help of geostrophic wind scale provided, with the divider we can measure
the distance between two isobars and take it to the geostrophic wind scale against the
latitude which will give me wind speed.

CAPT. SHARDA Q&A
SET-II
1) ROR cards (NUC/ aground vsl, mine clearance, pd vsl towing / ram, ram at anchor,
trawler with shooting nets , pilot vsl)
2) No buoy cards
3) Situation:
1. PDV 4 NM on port side of own vsl, action
Action: 1. Take consecutive bearings and determine ROC, and what kind of situation is it
head on or crossing.
2. If head on alter course to stbd and pass port to port. If it’s a crossing situation then
maintain course and speed.
3. If she is not taking action sound 5 or more rapid short blasts and take a round turn
to stbd and pass her stern as per 17 (a) (ii) and 17 (c).
2. Target above 3nm and announce vsl NUC, action based on which rule , if u alter course
to stbd then how much degree and why not u alter to port, i explain him i will alter to
stbd and will not alter to port , big discussion with him on this situation. (he put a remark
on this on my sheet).
Action: with vessel NUC, as per rule 18 (a) it is my responsibility to keep clear, I can alter to
port here simply because the other vessel is not a PDV and rule 15, 17 (c) is not applicable
in this case.
4) R V situation (3 dots 5 NM, 4 NM, 3NM on 45 degree on your stbd side on PPI, action)
and latter he gave me course of target 80 deg and speed 10knots , own vessel course 100
and speed 12 knots , action.
Ans. From the RADAR plot the aspect of target comes to be 115°R and with range
decreasing we are overtaking and bearing is constant so ROC exists, My action would be
bold alteration to port and overtake from port as per 19 (d) (i).

CAPT. SHARDA Q&A
5) Normal crossing situation in which my vessel is give way vessel
Ans. a) Take consecutive bearings determine ROC exists.
b) If yes maintain course and speed as per 17 (a) (i)
c) If he is still not taking action the sound 5 or more rapid short blasts.
d) If she is still not taking action take a round turn to stbd and pass stern of
crossing vessel as per rule 17 (c)
6) Head on situation vsl coming down, CPA 4 cable, action.
Ans. Alter course to stbd and pass port to port.
7) Quote safe speed rule 6 and in that characteristics, limitations and efficiency of radar.
In efficiency of radar I told him about pm then he ask me from where u get
Echo on your PPI for PM.
Ans. Characteristics of RADAR:
1. VBW- It is the vertical angle between the leading edge and trailing edge of the
Radar signal.
2. HBW- It is the horizontal angle between the leading edge and trailing edge of the
Radar signal.
3. Pulse length- It is the time interval between the times leading edge leaves the Radar
till trailing edge leaves the Radar.
4. Wavelength- It is the length of the wave from crest to trough.
5. PRF- pulse repetition frequency in the number of pulses sent per second.
Limitations of the Radar:
1. Range discrimination- It is the ability of the RADAR to distinguish between two targets on
same bearing and different range, as per IMO performance standards a RADAR should be
able to distinguish between 2 targets separated by 40 m on 1.5 M range scale.


CAPT. SHARDA Q&A


1°.
For checking the Performance of the RADAR an option is provided known as

“Performance Monitor”. Every RADAR has Echo Box fitted on the ship which is basically
an oscillator the RADAR beams enter into the Echo Box and oscillate within this and it is
represented as a Plume on the RADAR screen. Now the length of the plume is compared
with the original length of the plume which should be more than 80% of the original
length.
8) What is TRS and why it is called dangerous quadrant?
Ans. TRS is an area of very low pressure surrounded by area of high pressure.
There are 3 reasons for it to be called dangerous quadrant.
1. The TRS is expected to recurve towards that direction.
2. The winds in dangerous quadrant are such that they push the vessel in the direct
path of the storm.
3. The wave heights encountered in this quadrant are greatest.

CAPT. SHARDA Q&A
9) What is difference between isolated danger and emergency wreck buoy?
Ans. Isolated danger mark and emergency wreck buoy both indicate wrecks but the
emergency wreck buoy is used in the conditions where the new wreck is discovered and
stays in position until it has been promulgated through notices in all charts and
publications whereas the isolated danger buoy is present on the charts.
10) As a Chief officer assist master in decision making relating to navigational watch.
Ans. As a part of bridge team I will provide him all the aspects of lookout i.e. traffic,
navigational dangers, VTS etc.
11) Requirement of ETA.
Ans. Ships other than tankers should have an ETB which should contain:
1. Drawing of the layout of forward and aft towing arrangement.

2. List of spares and equipments to be used for towing.
3. Communication Procedures.
4. Towing connections and procedures.
Requirement for the ETB was of 3 such booklets with each copy placed at a specific
location (Bridge, Ships office & Forecastle) with one copy in Company office which could
be utilised by them in case of emergency.
Tankers, constructed before 01st July 2002,
1. Aft ETA should be capable of being deployed within 15 minutes.

2. Fwd ETA should be capable of being deployed within 60 minutes.
3. It should be possible to pick up the towing pennant manually without use of ship’s
power.
4. All the equipments to be clearly marked and to be visible in night.
5. All the equipment should be properly maintained.
Tankers, constructed after 01st July 2002,
1. ETA should be capable of rapid deployment.

2. At least one ETA shall be pre rigged for rapid deployment without use of ships main
power.
3. The strength of the ETA should be sufficient considering the size of the ship.
12) Schedule of emergency steering drill?
Ans. Every quarter.

CAPT. SHARDA Q&A
SET-III
1) Started with situations
A) Tgt stbd bow, 5NM coming down, action
Ans. Alter to stbd pass port to port.
B) Tgt port bow, 4nm, coming down, action
Ans. Alter to stbd pass port to port.
C) Tgt port bow, going up, on 4 pts, action, whether over taking or crossing?
Ans. I will check the course of the other vessel, determine aspect and decide whether I
am overtaking or not, in case of doubt I will assume it is the case and keep clear of the
other vessel.
D) Tgt right ahead coming down, CPA 0.6 NM stbd side, action?
Ans. Head on situation, master standing orders expect me to keep 2.0 NM CPA, so I will
alter to stbd and pass port to port.
E) Tgt right ahead, going up, narrow channel, 3 nm, own vsl to overtake on port side,
action. Also what signal, if in agreement, if not then.
Ans. When overtaking- two prolonged one short: I intend to overtake you from stbd
Two prolonged two short: I intend to overtake you from port
One prolonged one short one prolonged one short: If the vessel being
overtaken is in agreement.
When not in agreement: 5 or more rapid short blasts.

CAPT. SHARDA Q&A
2) Cards
A) NUC--01
B) Trawler --02
C) Dredger -- 02
D) FV---01
E) Aground vsl, signal? --- 01
F) Towing vsl RAM -- 02
G) North cardinal,
H) Safe water mark, where it is found- At the entry of the fairway.
i) Isolated danger mark
3) Fog horn fwd port bow, on radar, 5, 4, 3 NM. Action?
Ans. Fog signal on port bow means the range has reduced below 2 NM, so go as per rule 19
(e),reduce speed or take all way off.
4) Fog horn for Aground vsl?
Ans. Aground Vessel- Three Distinct strokes on bell- Continuous ringing of bell for 5s- Three
Distinct strokes on bell- Additionally by v/l more than 100 m in length continuous ringing of
bell for 5s in after part- Also a whistle signal three blasts namely two Short- one Prolonged.
5) Light & day signal for Aground vsl?
Ans. Light- Two all round lights and anchor lights as per length.
Day signal- 3 balls in a vertical line.

CAPT. SHARDA Q&A
6) What does rule no 19 says?
Ans. Rule 19 Conduct of Vessels in Restricted Visibility.
a) This rule is applicable to vessels which are not in sight of one another not necessarily
in the R.V but in or near the R.V areas.
b) Every vessel should proceed at a safe speed having due regards to the R.V, so that
she will have sufficient time to take action to avoid a close quarter situation and
collision. A power driven vessel will have her engines standby for immediate
manoeuvre at all times in R.V.
c) Rules of section one of Part-B is applicable in all condition of visibility but when using
the rules of section 1 in R.V due considerations should be made to the changes
required for the application of these rules. Lookout- Visual sighting is hampered so
other means such as radar and hearing to be stressed upon. Safe speed- to be
chosen so that vessel can be stopped in good enough time to avoid collision and for
vessels without radar best would be to stop as they are totally blind. Risk of
Collision- Can only be determined using Radar Plotting or hearing the intensity of
sound signals as visual bearings cannot be taken.
d) When using RADAR early action should be taken to avoid collision if required, when
the action consists of A/co following to be avoided
i) A/co to port v/l fwd of beam apart from v/l being overtaken
ii) A/co towards the vessel for a vessel abeam or abaft the beam.
e) Except where it is confirmed that the risk of collision does not exist every vessel
which hears the fog signal of other vessel apperantly fwd of the beam shall reduce
her speed to minimum so as to maintain course or take all her way off by stopping or
operating astern this is to make sure that the vessel forward passes clear. The fog
signal of the other vessel heard means we are in 2NM range which is the maximum
range of the fog signal which means this is a close quarter situation and since the
vessel is forward of the beam it would be best to let the vessel pass ahead.
7) Passage planning, safety margin?
Ans. Passage planning as mate-
1. Seaworthiness of the vessel. i.e. condition of the hull and the deck equipments.
2. Weather expected during the voyage, to make sufficient allowance for the stability.
3. Loadline zones, to ensure vessel will not exceed her loadlines at any stage of the voyage.
4. Security arrangements required for the voyage.
5. Watchkeeping arrangements required for the voyage.

CAPT. SHARDA Q&A
6. Resthours for the crew to be maintained.
7. Need of maintenance required to be carried out during the voyage.
8. Ballast water exchange requirements for the next port of call.
9. Nature of cargo and the need of cargo conditioning.
10. Preparation required for any inspections at next port
11. Ballast tank or other inspections required to be carried out.
Passage planning as second mate-
1. Check out the approximate distance between ports, advice chief officer and chief
engineer for fuel calculation.
2. Consult with chief officer before laying courses, w.r.t Loadline zones and avoiding
cold areas.
3. Lay down the course along with all required markings.
4. Contingency plans, no go areas, abort point and point of no return to be marked
clearly.
5. All the weather reports to be consulted.
6. All VTS reporting’s to be marked on the chart.
7. Areas where additional precaution is required should be marked.
8. All the charts and publications should be up to date.
Safety margin: In deciding the safety margin following should be taken into account
1. Under keel clearance and depth of water.

2. Traffic prevailing in the area.
3. Current prevailing.
4. Weather conditions.
5. Sea room available.
6. Size of the vessel.
8) Squat?
Ans. It is the bodily sinkage of vessel when moving through water.
9) Upwelling current?
Ans. Upwelling Current- Caused when a wind blows over a long coast line for a long
period of time, it causes the top layer to be displaced by the bottom layers of the sea.

CAPT. SHARDA Q&A
Ex: Canary Current along the NW African coast, Benguela Current along SW African
coast, Californian current, Peru current.
10) As c/o, how will u assist master?
Ans. As second in command to master I am supposed to complement master in every

decision he makes and advice him as and when required.
My assistance to master will depend on my role an on situation.
1. As a chief officer I will carry out all the duties assigned to me, maintaining
seaworthiness of the vessel, maintaining ship stability, ensure emergency
preparedness of the vessel, make sure all the company procedures are in place
and keeping the ship ready for inspection at all times.
2. As a part of bridge team I will provide him all the aspects of lookout i.e. traffic,
3. For deviating passage provide him details if the vessel is suitable for the voyage
to be undertaken with regards to stability and seaworthiness.
4. In case of emergency provide him all the details of emergency and kind of
assistance and action required also I will update him of the situation and provide
him data on stability of vessel in such condition.
5. In case vessel is about to face heavy weather or TRS, then making sure the
watertight integrity of the ship and securing every loose object and on bridge
obtain timely weather reports and advice master of actions to be taken to avoid
the heavy weather and TRS.
11) Ice navigation done or not, precautions?
Ans. Ice navigation- Firstly follow company SMS checklist.

Preparation for ice consists of 4 Step
1. Law
2. Information
3. Precautions
4. Ship Handling
1. Law
 Check whether your underwriters permit you.
 Check charter party term and condition check for Ice Clause in C/P.
2. Information
Ice information to be obtained from following resources
 Sailing Direction
 Weather Message Fax
 Ice Charts

CAPT. SHARDA Q&A
 Warning from Other Ship.

 Internet
 Us Sailing Direction
 Monthly Ice Charts
 Mariner Hand Book
 Ocean Passage of World
 Routeing Charts
 Daily Bulletins By International Ice Patrol
3. Precautions
 All Possible Info
 Have Sufficient Trim
 Crew Warm Cloth
 Deck Water Line Drained
 Deck Machinery Running/Covered/Heating Started Before Using.
 Stab Calculation for Ice Accumulation
on Deck.
 Train Crew
 Keep Ballast In Recirculation.
 Spray anti-freezing mixture on deck and accommodation areas
 Keep sufficient equipments for removal of ice from deck.
 Keep Search lights ready forward.
4. Ship handling
 Thickness Of Ice Should Be Estimated Before Entering.
 Whether Vsl Can Safely Pass Through. No Attempt Should Be Made To Enter
a Region Of Thick Ice.
 Use Ice Breaker And Follow His Instruction.
 Never Stop M/E
 Enter In Slow Speed And Increase Power When Bow Made Contact To Maintain Hea
d Way.
 Follow Leads Of Other Vsl.
 Enter Ice Area At Right Angle.
 In Night Sufficient Lighting Arrangement, Do Not Enter In Darkness.
12) Also, what is wreck removal buoy/
Ans. Emergency wreck marking buoy.
13) If u find safe water mark on entry of channel, which will u leave it & why.
Ans. Enter and leave it with buoy on port side.

CAPT. SHARDA Q&A
14) Position circle, what is PL?
Ans. Position circle is a circle and a Position line is a line on which the observer can be
located.
15) Can position circle be drawn for celestial body, if yes, which all conditions.
Ans. In cases where the body is close to observer i.e. in high latitude observations, with lat
and declination same name and close to each other.
16) What is LRIT?
security.
ASP as received.
International Data Exchange- Lisbon. During the 87th session of the MSC the European
Union Member States submitted a proposal for the establishment, operation and
maintenance of the IDE of the LRIT system by the European Maritime Safety Agency
(EMSA) in Lisbon, Portugal. EMSA became the IDE Operator in October 2011. 65 Data
Centres worldwide (covering 117 Contracting Governments and Territories) currently
use the IDE hosted at EMSA. The backup Disaster Recovery site remains with the US
Coast Guard.
17) Tidal stream tables, tidal stream info.
Ans. It is provided on the charts for areas affected by tidal streams, various locations are
provided with point names and for that location the direction of tidal stream for times after
and before high water.

CAPT. SHARDA Q&A
18) Synoptic charts, if isobars are close then what does it mean.
Ans. Synoptic charts provide info for current weather situation. If isobars are close it means
strong winds are prevailing in the area.
19) Vsl dragging Anchor, action?
Ans. 1. Inform Master and E/R
2. Call anchor stations
3. Inform the ships in the vicinity and also the VTS
4. Hoist Flag ‘Y’
5. Pay out the anchor more, if still not holding the lower second anchor.
6. When engines are available use engines to manoeuvre the vessel.
SET-IV
1) What was your last ship, what kind of cargoes do u carry and what was the run?
2) He started off with ROR cards… showed me 10 cards, mostly RAM vessels, pilot vessel
and one NUC. Expects all information on the cards. * He gave me enough time to think
and answer that really helped*
3) Situations
A) Head on situation, CPA 6 cables from Stbd side, at 6 NM range.
*He expects you to refer to
Masters Standing Order before taking any decision.*

CAPT. SHARDA Q&A
B) Normal crossing situation with own vessel as give way. At what range would you
prefer to make alteration?
Ans. At 6 NM.
C) Crossing situation, own vessel stand on, TGT vessel at 3 nm and not taking action?
Ans. 3 NM I need to take action now, so I will alter to stbd take a round turn and pass her
stern.
D) Similar situation in TSS? What actions?
Ans. Reduce speed let her pass ahead, inform VTS and master.
E) Own vessel stand on, you spot all P.D Lights at end on posn of TGT vessel?
Ans. It’s a head on situation with all lights visible and target end on, alter to stbd pass port
to port.
F) Overtaking situation, TGT 4 nm on stbd qtr, CPA 0.5’?
Ans. I am stand on vessel but since she is not taking action and with CPA 0.5 NM, required
CPA by master standing orders would be 2.0 NM, so I will take action now and alter course
to port take a round turn and pass stern of the other vessel as per 17 (a) (ii)
G) Tgt vessel overtaking own vessel at 4nm stbd side, another crossing vessel 4 points on
port bow, ROC exists with crossing vessel.
Ans. Reduce speed and let the crossing vessel pass ahead, I don’t wanna be getting into the
way of vessel overtaking me.

CAPT. SHARDA Q&A
4) Explain rule no 6, safe speed?
Ans. Every vessel shall proceed at safe speed which depends on the prevailing
circumstances and conditions, such as
a) Open or confined waters

b) Clear or restricted visibility
The purpose of safe speed is that she would be able to stop in time and have enough
clearance from the navigational danger or other vessel.
There are various factors which are to be considered by the vessels in determining safe
speed.
By all vessels,
i) The state of visibility, in poor visibility vessel requires proceeding at slow speed
as she will have less time to respond as compared to good visibility at safe
speed.
ii) Traffic density, including concentration of fishing vessel, with high speed and
heavy traffic density it would be difficult to control the vessel and avoid
collision.
iii) State of sea wind and current, low speed can be badly effect by the presence of
bad weather conditions.
iv) Manoeuvrability of the vessel, its stopping distance and turning ability. Stopping
distance means the distance traversed by the ship when engine is given full
astern to the point ship speed changes its sign. Turning ability is measured in the
terms of advance and transfer of the turning circle. These terms are important
as these will give us an idea that at a particular speed how effective our action
would be.
v) Presence of shore lights, this would cause me to miss out some targets present
in the vicinity.
vi) Available depth and width of navigable water, with less sea room we will need
more time to avoid collision and hence less speed.
By vessels with operational Radar
i) Characteristics limitation and efficiency of Radar equipment,

Characteristics of RADAR:
Radar signal.
Radar signal.

CAPT. SHARDA Q&A



1°.

length.
ii) Any constraints imposed on Radar target detection.

iii) Possibility that a small target may be missed out at a particular range.
iv) Effect of sea, wind and current on Radar target detection.
v) Number, location and movement detected by Radar
vi) Exact assessment of visibility that may be possible when using Radar to
determine range.

CAPT. SHARDA Q&A
5) What is the safe speed in open sea?
Ans. Full sea speed.
6) Asked me to quote all factors for vessels with RADAR as per rule 6?
7) What is the performance, efficiency and limitation of Radars??
8) In open sea, with no target, how would you ascertain your Radar is functional (PM)?
Ans. For checking the Performance of the RADAR an option is provided known as
“Performance Monitor”. Every RADAR has Echo Box fitted on the ship which is basically an
oscillator the RADAR beams enter into the Echo Box and oscillate within this and it is
with the original length of the plume which should be more than 80% of the original length.
9) Explain rule 19?
Ans. Rule 19 Conduct of Vessels in Restricted Visibility.
f) This rule is applicable to vessels which are not in sight of one another not necessarily
in the R.V but in or near the R.V areas.
g) Every vessel should proceed at a safe speed having due regards to the R.V, so that
she will have sufficient time to take action to avoid a close quarter situation and
collision. A power driven vessel will have her engines standby for immediate
manoeuvre at all times in R.V.
h) Rules of section one of Part-B is applicable in all condition of visibility but when using
the rules of section 1 in R.V due considerations should be made to the changes
required for the application of these rules. Lookout- Visual sighting is hampered so
other means such as radar and hearing to be stressed upon. Safe speed- to be
chosen so that vessel can be stopped in good enough time to avoid collision and for
vessels without radar best would be to stop as they are totally blind. Risk of
Collision- Can only be determined using Radar Plotting or hearing the intensity of
sound signals as visual bearings cannot be taken.
i) When using RADAR early action should be taken to avoid collision if required, when
the action consists of A/co following to be avoided

CAPT. SHARDA Q&A
iii) A/co to port v/l fwd of beam apart from v/l being overtaken
iv) A/co towards the vessel for a vessel abeam or abaft the beam.
j) Except where it is confirmed that the risk of collision does not exist every vessel
which hears the fog signal of other vessel apperantly fwd of the beam shall reduce
her speed to minimum so as to maintain course or take all her way off by stopping or
operating astern this is to make sure that the vessel forward passes clear. The fog
signal of the other vessel heard means we are in 2NM range which is the maximum
range of the fog signal which means this is a close quarter situation and since the
vessel is forward of the beam it would be best to let the vessel pass ahead.
10) What do you mean by P.D.V Vessels must have their engines ready for immediate
manoeuvre? *I answered manoeuvring RPM. He said no.
Ans. Ensure ER is manned
12) What is the function of LRIT on board?
He wants to know 1000NM information from Coastline for flag states*
13) What are the duties of chief officer as per STCW?
Ans. 1. Carry out onboard safety familiarisation of the new joiners.
2. Prepare and maintain rest hours and work hours of the crew.
4. Make the Watchkeeping arrangements for the bridge.

5. Carry out navigational watches.
6. Perform duties at stations while arrival or departure.
7. Carry out training for the trainees.
8. During the drill brief everybody.
14) How would you assist the Master in decision making as C/O?
Ans. As second in command to master I am supposed to complement master in every

decision he makes and advice him as and when required.
My assistance to master will depend on my role an on situation.

CAPT. SHARDA Q&A
1. As a chief officer I will carry out all the duties assigned to me, maintaining
seaworthiness of the vessel, maintaining ship stability, ensure emergency
preparedness of the vessel, make sure all the company procedures are in place
and keeping the ship ready for inspection at all times.
2. As a part of bridge team I will provide him all the aspects of lookout i.e. traffic,
3. For deviating passage provide him details if the vessel is suitable for the voyage
to be undertaken with regards to stability and seaworthiness.
4. In case of emergency provide him all the details of emergency and kind of
assistance and action required also I will update him of the situation and provide
him data on stability of vessel in such condition.
5. In case vessel is about to face heavy weather or TRS, then making sure the
watertight integrity of the ship and securing every loose object and on bridge
obtain timely weather reports and advice master of actions to be taken to avoid
the heavy weather and TRS.
15) What gives the magnetic compass is property? Why is it called the “standard
compass’” What is its behaviour in higher latitudes?
Ans. Earth magnetic fields directive force gives the magnetic compass its directive property.
It is called standard compass because it utilises natural force and just by correcting for
deviation and applying variation we can get true heading.
It becomes erratic in higher latitude because of reduction of directive force (T Cos Dip).
16) Vessel dragging anchor? Immediate actions?
Ans. 1. Inform Master and E/R
2. Call anchor stations
3. Inform the ships in the vicinity and also the VTS
4. Hoist Flag ‘Y’
5. Pay out the anchor more, if still not holding the lower second anchor.
6. When engines are available use engines to manoeuvre the vessel.

CAPT. SHARDA Q&A
17) How would you assess the “Margin of Safety” in No Go Areas while planning passage?
Ans. Safety margin: In deciding the safety margin following should be taken into
account
7. Under keel clearance and depth of water.

8. Traffic prevailing in the area.
9. Current prevailing.
10. Weather conditions.
11. Sea room available.
12. Size of the vessel.
18) Requirements of ECDIS?
Ans. IMO - Solas Chapter V Regulation 19.2
At its 86th session from May 26 to June 5, 2009, the IMO’s Maritime Safety Committee
approved new regulations for the mandatory carriage requirements of ECDIS.
2.1 All ships irrespective of size shall have:
2.1.4 Nautical charts and nautical publications to plan and display the ship’s route for the
intended voyage and to plot and monitor positions throughout the voyage; an Electronic
Chart Display and Information System (ECDIS) may be accepted as meeting the chart
carriage requirements of this subparagraph
2.1.5 Back-up arrangements to meet the functional requirements of subparagraph 2.1.4, if

this function is partly or fully fulfilled by electronic means.
The amendment to SOLAS Chapter V regulation 19.2 will require ships engaged on
international voyages to be fitted with ECDIS according to the following timetable:
ECDIS Compliance Dates

CAPT. SHARDA Q&A
Note: Ships may be exempt from the requirements if they will be taken permanently out of
service within two years after the implementation date specified.
An amendment to the existing Chapter V regulation 19.2.1.4 was also made to reflect that
ECDIS is an acceptable alternative to nautical charts and nautical publications. However, it
stipulates that it is appropriate to use only nautical charts and publications in a number of
cases – for example ships not on international voyages, ships exempt from the carriage
requirements because they were to be permanently taken out of service and cargo ships on
international voyages but below the agreed tonnage limit.
19) What is a TRS? Which are the dangerous quadrants? Why are they called so?
Ans. TRS is an area of very low pressure surrounded by area of high pressure. RHSC in NH
and LHSC in SH are dangerous quadrents.
There are 3 reasons for it to be called dangerous quadrant.
1. The TRS is expected to recurve towards that direction.
2. The winds in dangerous quadrant are such that they push the vessel in the direct
path of the storm.
3. The wave heights encountered in this quadrant are greatest.
20) What are synoptic charts? How are they helpful in planning passage? (Routing)
Ans. Synoptic chart represents current situation of weather, it assists in weather routing on
ships.
21) Requirements for ETA? Why not use fire wire in port? Why are 2 etas given on
tanker?
Ans. Ships other than tankers should have an ETB which should contain:
5. Drawing of the layout of forward and aft towing arrangement.

6. List of spares and equipments to be used for towing.
7. Communication Procedures.
8. Towing connections and procedures.
Requirement for the ETB was of 3 such booklets with each copy placed at a specific
location (Bridge, Ships office & Forecastle) with one copy in Company office which could
be utilised by them in case of emergency.

CAPT. SHARDA Q&A
Tankers, constructed before 01st July 2002,
6. Aft ETA should be capable of being deployed within 15 minutes.

7. Fwd ETA should be capable of being deployed within 60 minutes.
8. It should be possible to pick up the towing pennant manually without use of ship’s
power.
9. All the equipments to be clearly marked and to be visible in night.
10. All the equipment should be properly maintained.
Tankers, constructed after 01st July 2002,
9. ETA should be capable of rapid deployment.

10. At least one ETA shall be pre rigged for rapid deployment without use of ships main
power.
11. The strength of the ETA should be sufficient considering the size of the ship.
22) How would you calculate tidal streams?
Ans. It is provided on the charts for areas affected by tidal streams, various locations are
provided with point names and for that location the direction of tidal stream for times after
and before high water.
SET-V
1. 15-20 cards....mostly RAM & SV...also vsl aground, NUC
2. 4 ROR situations (narrow channel overtaking dist. 0.5 cables from forward vessel one
FV behind & strong current from fwd) (rest. visibility. Own vsl co. 180, target on port bow
constant bearing. Dist. Dec., how will u know what is target vessel doing? & your action)
And other 2 open sea crossing situations....wanted at what dist. In miles you will take
action

CAPT. SHARDA Q&A
3.What is purseine gear of fishing vessel? Contents of NP 100 & drawing of purseine gear
as given in NP 100?
Ans.

CAPT. SHARDA Q&A
4. Quote rule 19 & 6? All conditions of safe speed & their explanation?
Ans. . Every vessel shall proceed at safe speed which depends on the prevailing
circumstances and conditions, such as
c) Open or confined waters

d) Clear or restricted visibility
The purpose of safe speed is that she would be able to stop in time and have enough
clearance from the navigational danger or other vessel.
There are various factors which are to be considered by the vessels in determining safe
speed.
By all vessels,
vii) The state of visibility, in poor visibility vessel requires proceeding at slow speed
as she will have less time to respond as compared to good visibility at safe
speed.
viii) Traffic density, including concentration of fishing vessel, with high speed and
heavy traffic density it would be difficult to control the vessel and avoid
collision.
ix) State of sea wind and current, low speed can be badly effect by the presence of
bad weather conditions.
x) Manoeuvrability of the vessel, its stopping distance and turning ability. Stopping
distance means the distance traversed by the ship when engine is given full
astern to the point ship speed changes its sign. Turning ability is measured in the
terms of advance and transfer of the turning circle. These terms are important
as these will give us an idea that at a particular speed how effective our action
would be.
xi) Presence of shore lights, this would cause me to miss out some targets present
in the vicinity.
xii) Available depth and width of navigable water, with less sea room we will need
more time to avoid collision and hence less speed.
By vessels with operational Radar
vii) Characteristics limitation and efficiency of Radar equipment,

Characteristics of RADAR:
Radar signal.
Radar signal.

CAPT. SHARDA Q&A



1°.

length.
viii) Any constraints imposed on Radar target detection.

ix) Possibility that a small target may be missed out at a particular range.
x) Effect of sea, wind and current on Radar target detection.
xi) Number, location and movement detected by Radar
xii) Exact assessment of visibility that may be possible when using Radar to
determine range.

CAPT. SHARDA Q&A
5. Vertical & horizontal positioning of lights of vessel more than 50 meters?
Ans. Described in Annex 1, part 2 and 3.
6. What is IALA in detail?
Ans. The International Association of Marine Aids to Navigation and Lighthouse

Authorities (IALA) is a non-profit organization founded in 1957 to collect and provide
nautical expertise and advice.
The International Association of Marine Aids to Navigation and Lighthouse Authorities
brings together representatives of the aids to navigation services of more than 80 member
countries for technical coordination, information sharing, and coordination of
improvements to visual aids to navigation throughout the world. It was established in 1957
to provide a permanent organization to support the goals of the Technical Lighthouse
Conferences, which had been convening since 1929. The General Assembly of IALA meets
about every 4 years. The Council of 20 members meets twice a year to oversee the ongoing
programs.
Six technical committees maintain the permanent programs:
 E-NAV – Electronic Navigation;

 ANM – Aids to Navigation Management – concentrating on management issues
experienced by members;
 EEP – Engineering, Environmental and Preservation – concentrating on the preservation
of traditional aids to navigation as well as the engineering aspects of all aids to
navigation;
 VTS – Vessel Traffic Services – concentrating on all issues surrounding VTS
 PAF – Pilotage Authority Forum
 LAP – Legal Advisory Panel
IALA committees provide important documentation to the International Hydrographic
Organization and other international organizations, while the IALA Secretariat acts as a
clearing house for the exchange of technical information, and organizes seminars and
technical support for developing countries.
Its principal work since 1973 has been the implementation of the IALA Maritime Buoyage
System. This system replaced some 30 dissimilar buoyage systems in use throughout the
world with 2 major systems. This rationalised system was introduced as a result of two
accidents in the Dover Straits in 1971 when the Brandenburg hit the wreck of the Texaco
Caribbean off Folkestone and sank although the wreck was accurately buoyed. A short while
later the Niki also struck the Texaco Caribbean and sank, despite the wreckage being
adequately marked. The combined loss of lives in these two accidents was 51 persons.[1]

CAPT. SHARDA Q&A
IALA is based near Paris in Saint-Germain-en-Laye, France.
Main recommendations
The association is primarily known for the IALA Maritime Buoyage Systems or sea
mark systems that are used in the Pilotage of vessels at sea
 Lateral marks indicate the edges of a channel.

 Cardinal marks indicate the direction of safe water at a dangerous spot.
 Safe water marks indicate the deep water and open end of a channel.
 Special marks indicate administrative areas, such as speed restrictions or water skiing
areas.
 Isolated danger marks indicate a hazard to shipping.
 Emergency Wreck Marking Buoy: A new buoy introduced in 2006, marking a new wreck.
It replaces the double cardinal or lateral marks (IALA Recommendation O-133).
7. LRIT in very much detail?
security.
ASP as received.
Coast Guard.

CAPT. SHARDA Q&A
SET-VI
1) While entering in channel which side u will keep the safe water buoy?
Ans. Port side
2) SITUATION - Target vessel on stbd side crossing radar not operational. Action?
Ans. Determine ROC with visual bearings, if ROC exists alter to stbd and pass stern of
other vessel.
3) SITUATION - Target vessel on port side, decreasing range and constant bearing.
Action?
Ans. 1. If head on alter course to stbd and pass port to port. If it’s a crossing situation
then maintain course and speed.
2. If she is not taking action sound 5 or more rapid short blasts and take a round turn
to stbd and pass her stern as per 17 (a) (ii) and 17 (c).
4) SITUATION - Own vessel co 180 speed 12 knots, target on radar bearing 160 range
decreasing action in RV?
Ans. Bold alteration to stbd and overtake her from her stbd as per rule 19 (d) (i)
5) How will you assist Master in Bridge Watch?
Ans. As a part of bridge team I will provide him all the aspects of lookout i.e. traffic,
6) Calculate tidal stream for Dover Strait?
Ans. With the help of tidal stream tables.

CAPT. SHARDA Q&A
7) Why is precision done for Gyro?
Ans. To make it north settling.
8) Why TRS recurve?
Ans. TRS recurve when it is attracted towards oceanic high, because it is a low. Also
when it meets Westerly’s in 30 degree latitude it changes its direction moves NE and
picks up speed due to the speed of Westerly’s adding to its movement. Initially speed is
about 12 knots which increases to 15-20 knots
9) Abnormal Waves?
Ans. It is a phenomenon which is experience off the SE coast of Africa, waves of up to 20

m height very high crest and deep trough instead of a normal sinusoidal wave can be
experienced. The reason for this is that the Aghulas a very strong current prevailing in
this area comes against sea and swells combined with passage cold front.
10) Describe safe water mark?
Ans. A Safe Water Mark, as defined by the International Association of Lighthouse

Authorities, is a sea mark used in maritime Pilotage to indicate the end of a channel. It
usually implies that open, deep and safe water lies ahead, though it is sometimes also
used to indicate the start and end of a buoyed section of a continuous narrow channel
or a line of these marks can be used to mark a safe route through shallow areas. It is
therefore important to consult an appropriate chart to determine the exact meaning in
each case. The marker is also sometimes known as a Fairway Buoy.
11) What is LRIT, and it’s working principle.
security.
ASP as received.

CAPT. SHARDA Q&A
Coast Guard.
12) Emergency wreck marking buoy?
Ans. The emergency wreck-marking buoy is designed to provide high visual and radio aid
to navigation recognition. It should be placed as close to the wreck as possible, or in a
pattern around the wreck, and within any other marks that may be subsequently
deployed. The emergency wreck marking buoy should be maintained in position until:
• The wreck is well known and has been promulgated in nautical publications;
• The wreck has been fully surveyed and exact details such as position and least depth
above the wreck are known;
• A permanent form of marking of the wreck has been carried out.
4.1 Characteristics the buoy has the following characteristics:
• A pillar or spar buoy, with size dependant on location.
• Coloured in equal number and dimensions of blue and yellow vertical stripes
(minimum of 4 stripes and maximum of 8 stripes).
• Fitted with an alternating blue* and yellow flashing light with a nominal range of 4
nautical miles (authorities may wish to alter the range depending on local conditions)
where the blue and yellow 1 second flashes are alternated with an interval of 0.5
seconds. Bu1.0s + 0.5s + Y1.0s + 0.5s = 3.0s
• If multiple buoys are deployed then the lights should be synchronised.

CAPT. SHARDA Q&A
• Consideration should be given to the use of a racon Morse code “D” and/or AIS
transponder.
• The top mark, if fitted, is to be a standing/upright yellow cross.
13) SITUATION - Head On?
13) V/L on 30 deg port bow, course 150 deg n your course 000 deg, what is the
Aspect?
Ans. Aspect is zero.
14) ROR - Rule 6?
15) What are the limitations/constrains imposed on radar scale?
Ans. 1. Range discrimination- It is the ability of the RADAR to distinguish between two
targets on same bearing and different range, as per IMO performance standards a RADAR
should be able to distinguish between 2 targets separated by 40 m on 1.5 M range scale.

CAPT. SHARDA Q&A



1°.
16) LRIT, what are uses of it to coastal state?
authorised receivers the position of the ship with primary purpose to enhance
maritime security.
ASP as received.
5. All the data centres are connected to each other via
International Data Exchange. And any request for data of a ship is made through
IDE.
Every country has their own data centres but some countries have combined
together which are called as Regional data centre.
Coastal state can keep a track of all the ship’s within 1000 NM of coastline
provided the ship is not in territorial water of other country.

CAPT. SHARDA Q&A
17) Polar code?
Ans. Polar Code is required for ships navigating in polar areas. It assists these vessels by
providing necessary info. Contents of Polar code are
Chapter 1 - General
PART A – CONSTRUCTION PROVISIONS
Chapter 2 – Structures
Chapter 3 - Subdivision and stability
Chapter 4 - Accommodation and escape measures
Chapter 5 - Directional control systems
Chapter 6 - Anchoring and towing arrangements
Chapter 7 - Main machinery Chapter
8 - Auxiliary machinery systems
Chapter 9 - Electrical installations
PART B – EQUIPMENT
Chapter 10 - Fire safety
Chapter 11 - Life-saving appliances and survival arrangements
Chapter 12 - Navigational equipment
PART C – OPERATIONAL
Chapter 13 - Operational arrangements
Chapter 14 - Crewing
Chapter 15 - Emergency equipment
PART D – ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL
Chapter 16 - Environmental protection and damage control
It will be mandatory for ships constructed on or after 01 st Jan 17, for other ship’s NLT 01st
Jan 18. All the amendments necessary for making the code mandatory are adopted by the
IMEC in 68th conference held in London between 11-15 May.

CAPT. SHARDA Q&A
18) How to calculate wind speed by Isobars?
Ans. With the help of geostrophic wind scale provided, with the divider we can measure
the distance between two isobars and take it to the geostrophic wind scale against the
latitude which will give me wind speed.
19) Sound signal in narrow channel?
Ans. When overtaking- two prolonged one short: I intend to overtake you from stbd
Two prolonged two short: I intend to overtake you from port
One prolonged one short one prolonged one short: If the vessel being
overtaken is in agreement.
When not in agreement: 5 or more rapid short blasts.
Nearing a bend: One prolonged blast.
20) Synoptic charts?
Ans. Synoptic charts provide info for current weather situation.
21) Currents and tides, including warm current and cold current with example and its
directions.

CAPT. SHARDA Q&A
22) LRIT WORKING?
security.
ASP as received.
Coast Guard.
23) SITUATION - simple crossing situation of 2 vessels.
24) Errors of gyrocompass?
Ans. Errors in gyro
1. Damping error- It is also known as latitude error, it is caused in the Sperry gyro which
is damped in tilt. For any latitude other than equator there will be a drift (15 Sin Lat)
and the damping precession will cause the north end of the gyro to settle slightly to
east and north in north latitude and slightly to west and south in south latitude to
counter this drift.

CAPT. SHARDA Q&A
Sin Damping Error= K Tan Lat
1. Speed and course error- The gyro north is shifted from actual north due to this error,
actually the gyro settles on the resultant of ship course & speed and earth speed.
Tan C= (v Cos Course) / (902 Cos lat- v Sin Course).
2. Ballistic deflection error- Whenever the ship is manoeuvring there are lots of hard over
movements involved which alters the inertia of the ship and the, this change in inertia
is taken as an external force by the gyro and causes deflection due to gyroscopic
precession i.e. 90° away from the force application, to avoid this a device known as
Scheuler Tuning is fitted in gyro which counters these forces.
 Damping error is corrected by providing latitude input to gyro

 Speed and course error is corrected by providing latitude, speed and course
input to gyro
 Ballistic deflection error is corrected by fitting a device known as scheuler tuner
25) Conditions favourable for the formation of a TRS?
Ans. 1.High relative humidity
2.High temperature(more than 27deg)
3.L.P surrounded by areas of H.P
4.Fair amount of Coriolis force
5.Convection current and Weak prevailing wind.
26) QUOTE RULE- 6
27) Characteristics & limitations of radar, what does it mean?
Ans. Characteristics of RADAR:
1. VBW- It is the vertical angle between the leading edge and trailing edge of the Radar
signal.

CAPT. SHARDA Q&A
Radar signal.



1°.

length.
28) QUOTE RULE- 19

CAPT. SHARDA Q&A
30) ABOUT 15-20 ROR CARDS
31) PRINCIPLE OF A GYRO COMPASS?
Ans. Gyroscopic inertia and precession. Either top heavy or bottom heavy, using mercury
ballastic and precise weights to damp in drift and tilt to make it north seeking
32) Lateral mark & cardinal buoy cards.

Capt. Sharda Q &amp; A

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CAPT.

Ans. Aspect is zero.

6. What are the limitations/constrains imposed on radar scale?

Ans. 1. Range discrimination- It is the ability of the RADAR to distinguish between

2. Bearing discrimination- It is the ability of the RADAR to distinguish between

3. Minimum range- It is the minimum range at which the target can be

4. Maximum range- It is the maximum range at which the target can be

Prepared By- Abhishek Jha

7. LRIT, what r uses of it to coastal state?

PART A – CONSTRUCTION PROVISIONS

Chapter 3 - Subdivision and stability

Chapter 4 - Accommodation and escape measures

Chapter 5 - Directional control systems

Chapter 6 - Anchoring and towing arrangements

Chapter 7 - Main machinery Chapter

Prepared By- Abhishek Jha

8 - Auxiliary machinery systems

Chapter 9 - Electrical installations

Chapter 10 - Fire safety

Chapter 11 - Life-saving appliances and survival arrangements

Chapter 12 - Navigational equipment

Chapter 13 - Operational arrangements

Chapter 15 - Emergency equipment

PART D – ENVIRONMENTAL PROTECTION AND DAMAGE CONTROL

Chapter 16 - Environmental protection and damage control

9. How to calculate wind speed by isobars?

Prepared By- Abhishek Jha

1. PDV 4 NM on port side of own vsl, action

Prepared By- Abhishek Jha

5) Normal crossing situation in which my vessel is give way vessel

Ans. a) Take consecutive bearings determine ROC exists.

b) If yes maintain course and speed as per 17 (a) (i)

6) Head on situation vsl coming down, CPA 4 cable, action.

Ans. Alter course to stbd and pass port to port.

Echo on your PPI for PM.

Ans. Characteristics of RADAR:

Limitations of the Radar:

2. Bearing discrimination- It is the ability of the RADAR to distinguish between

Prepared By- Abhishek Jha

3. Minimum range- It is the minimum range at which the target can be

4. Maximum range- It is the maximum range at which the target can be

For checking the Performance of the RADAR an option is provided known as

8) What is TRS and why it is called dangerous quadrant?

There are 3 reasons for it to be called dangerous quadrant.

1. The TRS is expected to recurve towards that direction.

3. The wave heights encountered in this quadrant are greatest.

Prepared By- Abhishek Jha

9) What is difference between isolated danger and emergency wreck buoy?

11) Requirement of ETA.

1. Drawing of the layout of forward and aft towing arrangement.

Tankers, constructed before 01st July 2002,

1. Aft ETA should be capable of being deployed within 15 minutes.

Tankers, constructed after 01st July 2002,

1. ETA should be capable of rapid deployment.

12) Schedule of emergency steering drill?

Ans. Every quarter.

Prepared By- Abhishek Jha

1) Started with situations

A) Tgt stbd bow, 5NM coming down, action

Ans. Alter to stbd pass port to port.

B) Tgt port bow, 4nm, coming down, action

Ans. Alter to stbd pass port to port.

Two prolonged two short: I intend to overtake you from port

When not in agreement: 5 or more rapid short blasts.

Capt. Sharda Q & A

Capt. Sharda Q & A