Nav PDF

SQA Chief Mate / Master.
Navigation
Working
2005-07-05 – 2019-03-28
FH 2019-03-29
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Read the question. 2014-07-09 171
Think! 2014-03-27 180
Analyse the question. 2013-11-28 188
Use the data given. 2013-07-09 196
Answer the question asked. 2013-03-26 207
2012-12-04 219
Syllabus 4 2012-07-09 228
Information for Candidates 6 2012-03-27 238
Instructions to Candidates 7 2011-11-29 244
MCA Guidance 8 2011-07-12 257
Guidance for Markers 9 2011-03-29 263
SQA Examination Grading and Criteria. 17 2010-11-30 274
Navigation Formulae 18 2010-07-06 283
2010-03-16 294
2019-03-28 18 2009-11-24 308
2018-11-29 28 2009-07-13 320
2018-10-02 36 2009-03-31 331
2018-07-12 45 2008-11-25 342
2018-03-28 54 2008-07-08 348
2018-02-15 61 2008-03-18 358
2017-11-30 73 2007-11-27 366
2017-10-03 82 2007-07-10 379
2017-07-12 93 2007-03-27 388
2017-03-23 101 2006-11-28 394
2016-12-01 107 2006-07-04 401
2016-07-13 114 2006-03-28 409
2016-03-23 126 2005-11-29 427
2015-12-03 134 2005-07-05 435
2015-07-08 143
2015-03-26 154 FH 2019-03-29
2014-11-27 162
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Chief Mate Unlimited Navigation Syllabus
1. Publications required for passage planning

a) Lists and outlines the contents of nautical publications required for passage planning.
2. Selection of the appropriate route for a given passage

a) Explains the factors to be taken into account when determining an appropriate route for a given passage
including Loadline Oceanagraphic and Climatological factors
b) Demonstrates the use of a gnomonic chart in conjunction with a mercator chart for voyage planning
c) Explains and outlines the advantages and dis-advantages of Weather Routeing
d) Determines the appropriate Great Circle, Composite or Rhumb line track for a given ocean crossing
e) Calculates courses, distances, vertices and way points for Great Circle, Composite and Rhumb line tracks
f) Calculates the height of tide for a given time and the time the tide will be a required height for Worldwide
Standard and Secondary Ports
g) Solves tidal problems with respect to Underkeel Clearance, Air Draft and Neaping situations
h) Calculates the tidal stream flow at any time from tidal stream tables
i) Describes the factors to be considered when making a landfall
j) Explains the objectives of ship routeing schemes
k) Explains the requirements when navigating in or near Traffic Separation Schemes
l) Explains the precautions to be taken when navigating in or near the vicinity of offshore installations, safety
zones and safety fairways
3. Passage plan adjustments to allow for emergency situations

a) Explains the procedures to be followed in the event of
i) engine failure
ii) steering gear failure
iii) malfunction of navigational equipment
iv) onset of adverse weather
b) Explains the hazards and procedures to be followed when navigating in the vicinity of a tropical revolving
storm
c) Explains the hazards and procedures to be followed when navigating in or near ice
d) Calculates the adjustments to course and or speed in order to rendezvous with another vessel for SAR,
safety or operational purposes.
4. Position fixing methods

a) Describes the most appropriate position fixing methods to be utilised in various Navigational circumstances
b) Discusses the factors that determine the appropriate interval between fixes
c) Explains terrestrial position fixing methods for coastal passages including the use of radar
d) Describes the use of systems for the continuous monitoring of position including parallel indexing techniques
e) Calculates the direction of a position line and a position through which it passes from a single solar, stellar
or planetary observation
f) Calculates the most probable position from position lines obtained from simultaneous stellar observations
g) Outlines the principal and operation of electronic charts
h) Outlines the principal and operation of electronic navigational aids and position fixing systems
5. The accuracy and reliability of various position fixing methods

a) Assesses the accuracy and reliability of both celestial and terrestrial fixes, including cocked hats, with
respect to both random and systematic errors
b) Calculates the gyro compass error from a solar, stellar or planetary observation
c) Calculates the deviation of the magnetic compass from a solar, stellar or planetary observation
d) Details the precautions to be observed when using continuous monitoring systems including parallel indexing
e) Explains the limitations and precautions to be taken when using electronic charts
f) Explains the limitations and precautions to be taken when using electronic navigational aids and position
fixing systems
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6. The statutory and international requirements regarding navigation, navigational equipment and the
qualifications and fitness of watchkeeping personnel
a) Describes the requirements of current National and International Regulations navigation and collision
avoidance, radio and navigation equipment
b) Outlines the requirements of current Merchant Shipping (MSN), Marine Guidance (MGN) and Marine
Information (MIN) Notices with respect to navigation and collision avoidance, radio and navigation equipment
c) Describes the requirements of the ISM Code with respect to navigation and collision avoidance, radio and
navigation equipment
7. Bridge Procedures for both Routine and Emergency Situations

a) Explains the principles to be observed in maintaining a safe navigational watch
b) Describes the factors to be considered when determining the composition of a Bridge Team
c) Explains the organisational requirements with respect to the Bridge Team to allow for varying navigational
situations and taking into account fatigue of personnel
d) Explains the requirements and procedures to be included in standing and night orders
e) Explains the bridge procedures to be followed
i) prior to arrival in Port
ii) before sailing
iii) approaching areas of high traffic density or navigational hazards
iv) when navigating in reduced visibility
v) when handing over the navigational watch
vi) daily whilst at sea
f) Details the information to be exchanged between the Master and Pilot in accordance with current guidance
g) Explains the requirements to ensure the adequacy of an engineering watch at different stages of a passage
h) Outlines the considerations to be taken when leading or participating in Search and Rescue operations
i) Explains the procedures when working with Helicopters and small craft
j) Analyses and determines appropriate action based upon information from a systematic radar plot of several
concurrent targets
(The above MCA approved syllabus was prepared by the IAMI Deck Sub-group and subsequently amended
following consultation with all IAMI colleges in November 2002 through to June 2004)
Navigation Formulae
NB. These formulae and symbols are for guidance only and other formulae which give equally valid results are
acceptable
Departure = D’Long x Cos Mean Lat
Tan Course = Dep ÷ D’Lat
Distance = D’Lat ÷ Cos Course
Tan course = D’Long ÷ DMP
Cos AB = (Cos P x Sin PA x Sin PB) + (Cos PA x Cos PB)
A = Tan Lat ÷ Tan LHA
B = Tan Dec ÷ Sin LHA
C = A+ - B
Tan Azimuth = 1 ÷ (C x Cos Lat)
Sin Amplitude = Sin Dec ÷ Cos Lat
Sin mid part = Tan adjacent x Tan adjacent
Sin mid part = Cos opposite x Cos opposite
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PLEASE DISPLAY OUTSIDE EXAMINATION ROOM
MCA/SQA Certificate of Competency examinations
Information for Candidates:
If candidates wish to use an overseas address for delivery of their results, these will be posted by Airmail,
which can take several weeks to arrive if the address is outside Europe.
Please allow approximately 6 - 8 weeks for delivery of a result posted to an overseas address and 2 weeks for a
result sent within the UK — thereafter candidates should contact SQA (mca@sqa.org.uk) to request a form for
a replacement set of results.
The scheduled date for release of examination results is always eight weeks from the last examination date in
any course — it may be possible at times to release results earlier than this, but candidates should always
allow for eight weeks.
Candidates must start each question on a new page of the examination workbook.
Candidates should be reminded to read through questions carefully.
Correction fluid should not be used on examination workbooks — please score through material not to be
considered.
Candidates' names and examination centres should be written on all worksheets.
Examination workbooks which are not signed will result in the result being declared void
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Instructions to be read aloud to candidates prior to the start of all examinations
General Information
Before the examination begins you should ensure that you have been provided with any ancillary material
required for the examination.
"Materials to be supplied by examination centre" are listed on the front sheet of the examination paper.
All mobile phones MUST be surrendered to the Invigilator during the period of the examination.
Completion of Examination Workbook

CANDIDATES SHOULD READ THE MARITIME AND COASTGUARD AGENCY POLICY REGARDING CHEATING IN
EXAMINATIONS, THEN SIGN AND COMPLETE THE DECLARATION ON THE INSIDE FRONT COVER.
YOUR EXAMINATION SCRIPT WILL NOT BE MARKED UNLESS YOU COMPLETE AND SIGN THIS FORM
Please write in BLOCK CAPITALS on the cover of your workbook your name, date of birth, Candidate Number,
subject number and title, course of study, centre attended, centre of examination, if different, and date of
examination.
You should be in possession of a candidate examination card giving your candidate number.
If you are not in possession of this card the information can be provided by the Invigilator. (Note: examination
cards are not supplied to CEC and Yacht candidates)
If an additional workbook/graph paper/worksheet is used these must be included inside the original workbook.
An 'X' should be inserted in the appropriate box under Note 3 on the workbook cover in such circumstances.
In the space provided in the section 'Questions Attempted' on the workbook cover you must circle the numbers
of the questions you have attempted.
Do not make any entries in the boxes indicated 'For Markers Use Only'
Use BOTH sides of each sheet.
The answers to EACH NEW QUESTION must start at the top of a fresh page and the number of the question
should be inserted at the top of each page.
Use ink for all essential written matter, which should be contained within the feint ruled vertical lines. (While
pencil may be used for diagrams and sketches, annotations to these should be in ink.).
Please DO NOT use red ink.
YOUR EXAMINATION SCRIPT WILL NOT BE MARKED IF IT IS COMPLETED IN PENCIL AND/OR RED INK.
Show all necessary working in calculations, etc. (Rough work, not intended to be read by the marker, should
be scored out.)
No part of this book is to be torn out.
No writing is allowed on any other paper other than ancillary material/examination inserts.
Please ensure you write your name and centre on all examination paper inserts.
Examination Room Conduct

All queries should be addressed to the Invigilator.
No candidate may enter the examination room later than 30 minutes after the examination begins and no
candidate may leave the examination room, except in the case of illness, during the first hour of an
examination.
Candidates may not leave an examination room during the last fifteen minutes of an examination.
Any candidate who leaves the examination room before the end of the examination must leave his or her
examination paper with the Invigilator.
Examination papers must not be removed from the examination room during the period of the examination.
All candidates must hand their workbook(s) to the Invigilator before leaving.
Workbooks must not be removed from the examination room even if they have not been used.
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SQA Examination Grading and Criteria.
SQA exam results are graded from 1 – 10 as follows:
Grade Number Percentage Marks

1 80 – 100
2 70 – 79
3 65 – 69
4 60 – 64
5 55 – 59
6 50 – 54
7 45 – 49
8 40 – 44
9 30 – 39
10 0 – 29
An overall pass mark of 60% (Grade 4) is required to achieve a pass in this examination.
If you fail a single exam then you may be allowed to ‘carry forward’ the exam you passed for 12 months
if you meet one of the following conditions:
You achieve a pass mark at least 10% higher than the minimum pass mark or
You achieves a pass result in the same subject on two successive examination attempts.
If you fail to meet either of these conditions you will be issued with a ‘pass no carry forward’ this means
you need to resit both exams.
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NAVIGATION 2019-03-28
Attempt ALL questions

Marks for each question are shown in brackets
All questions refer to a General cargo vessel undertaking series of passages between west coast of
South America and Cape Town (South Africa) using the Magellan Straits (Estrecho de Magallanes).
1. With reference to Datasheets Q1(1) and Q1(2):

(a) for the passage across the South Atlantic ocean between the Magellan Straits (Use waypoint
52°27'S 068°26'W) and Cape Town, outline the recommended route in both directions including the
waypoints along the route; (8)
(b) outline the reasons for different routes East and West bound; (7)
(c) calculate the total distance from Cape Town to the Magellan Straits, using the recommended
Westbound route; (10)
(d) With respect to the recommended Eastbound passage:
(i) calculate the final course on arrival Cape Town; (8)
(ii) calculate the passing distance from Gough Island (40°20'S 009°55'W) on the great circle route
when passing due south of the island. (22)
a)
Eastbound.
Magellan Strait 52 27 S 068 26 W
Rhumb Line
A 47 50 S 060 00 W
Rhumb Line
B 43 50 S 050 00 W
Rhumb Line
C 41 10 S 040 00 W
Rhumb Line
D 40 20 S 033 00 W
Great Circle
Cape Town 33 53 S 018 26 E
Westbound.
Cape Town 33 53 S 018 26 E
Rhumb Line
Z 35 00 S 040 00 W
Rhumb Line
Magellan Strait 52 27 S 068 26 W
b) Polar Frontal Depressions produce high westerly winds, high wind waves and heavy swell in high
latitudes
The prevailing Southern Ocean Current flows eastwards in high latitudes.
The westbound routes in lower latitudes avoid the most extreme of these adverse effects.
c)
Cape Town 33 53 S 2149.99 S 018 26 E
Z 35 00 S 2230.86 S 040 00 W
d 01 07 S 80.87 S 058 26 W
67.0 3506.0
Dis = √(DMP2 + DLon2) x DLat ÷ DMP = √(80.872 + 3506.02) x 67.0 ÷ 80.87 = 2905.459148 NM
Co = tan-1 (DLon ÷ DMP) = tan-1 (3506.0 ÷ 80.87) = 88 40 43.1

Dis = DLat ÷ cos Co = 67.0 ÷ cos 88 40 43.1 = 2905.459148 NM
Z 35 00 S 2230.86 S 040 00 W
Magellan Strait 52 27 S 3690.70 S 068 26 W
d 17 27 S 1459.84 S 028 26.0 W
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1047.0 1706.0
Dis = √(DMP2 + DLon2) x DLat ÷ DMP = √(1459.842 + 1706.02) x 1047.0 ÷ 1459.84 = 1610.364813 NM

Dis = 2905.459148 + 1610.364813 NM = 4515.823961 = 4515.8 NM
d) i)
D 40 20 S 033 00 W
CT 33 53 S 018 26 E
d 051 26 E
ICo BA
A = tan Lat IP ÷ tan DLon = tan 33 53 S ÷ tan 051 26 = 0.535451918 N
B = tan Lat FP ÷ sin DLon = tan 40 20 S ÷ sin 051 26 = 1.085919553 S
C = A ± B = 0.535451918 N ~ 1.085919553 S = 0.550467634 S
ICo BA = tan-1 (1 ÷ (C x cos Lot IP) = tan-1 (1 ÷ (0.550467634 S x cos Lot 33 53 S) = 65 26 25.26
ICo BA = S 65½ W
FCo = N 65½ E
FCo = 065½
ii)
A = 65 26 25.26
PA = 90 – 33 53 = 56 07
sin mid = cos opp x cos opp

sin PV = cos (90 – A) x cos (90 – PA)
PV = sin-1 (cos (90 – 65 26 25.26) x cos (90 – 56 07))
PV = 49 01 52.66
sin mid = tan adj x tan adj

tan adj = sin mid ÷ tan adj
tan (90 – P) = sin (90 – PA) ÷ tan(90 – A)
P = 90 – tan-1 (sin (90 – 56 07) ÷ tan (90 – 65 26 25.26))
P = 39 20 28.95 = DLon AV
Lon V = Lon A ± DLon AV = 018 26 E ~ 39 20 28.95 W
Lon V = 20 54 28.95 W
GI 40 20 S 009 55 W
DLon VW = Lon V ± Lon W = 20 54 28.95 W – 009 55 W

DLon VW = 10 59 28.95 E

tan adj = sin mid ÷ tan adj
PW = 90 – tan-1 (sin (90 – 10 59 28.95) ÷ tan 49 01 52.66)
PW = 49 33 20.67 ~ 90
Lat W = 40 26 39.33 S
Lat GI = 40 20 S
DLat = 00 06 39.33
Dis = 6.7 NM
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2. On passage from Cape Town to Magellan Straits on 27th March, whilst in DR position
34°30'.0S 005°24'.0W, at about 0935 hrs ship's time, OOW obtains the following sight of the SUN:
Chronometer time: 09h 36m 31s
Chronometer error: 01m 07s (Fast on UTC)
Sextant altitude of the SUN's lower limb: 35°02'.3
Index error: 0'.5 on the arc
Height of eye of the observer: 15.3 m
(a) Find the intercept of the SUN and the direction of the position line. (20)
(b) Subsequently at 1610 hrs (UTC), using the DR position run up from the Morning sight, the OOW
obtained another sight of the SUN bearing 301°T and intercept of 7.2 M towards.
Vessel was steering 267°T at the speed of 15.0 knots, in the time between the two sights.
Find the vessel's observed position at 1610 hrs (UTC), using the information from the two sights and
Worksheet Q2/Graph paper. (20)
a)
LiT = 005 24 ÷ 15 = 00:21:36
ZT = UT
CT 09:36:31
CE 00:01:07 F –
UT 09 35 24
GHA 09 313 38.4 Dec 02 36.8 N

I 35:24 008 51.0 + d 1.0 + 00 00.6 +
Lon 005 24.0 W - Dec 02 37.4 N
LHA 317 05.4
CA = sin-1 (cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec)
CA = sin-1 (cos 317 05.4 x cos 34 30.0 x cos 02 37.4 - sin 34 30.0 x sin 02 37.4)
CA = 35 14.6
SA S LL 35 02.3
IE 00 00.5 On –
OA 35 01.8
D 00 06.9 –
AA 34 54.9
TC 00 14.9 +
TA 35 09.8
CA 35 14.6
I 00 04.8 A
A = tan Lat ÷ tan LHA = tan 34 30.0 S ÷ tan 317 05.4 = 0.739343579 N
B= tan Dec ÷ sin LHA = tan 02 37.4 ÷ sin 317 05.4 = 0.067295163 N
C = A ± B = 0.739… N + 0.067… N = 0.806638743 N
Azi = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.806… x cos 34 30.0)) = 56.38514817
TB = N 56½ E = 056½ ± 90
PL 146½ / 326½
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b)
UT 09:35:24
APT 16:10
PT 06:34:36 x 15.0
Dis 98.65 NM
Co 267
DLat = Dis x cos Co = 98.65 x cos 267 ÷ 60 = 00 05 09 78 S

Lat B = Lat A ± DLat = 34 30.0 S + 00 05 09.78 = 34 35 09.78 S
MLat = Lat A ± DLat ÷ 2 = 34 30.0 S + 00 05 09.78 S ÷ 2 = 34 32 34.89 S
Dep = Dis x sin Co = 98.65 x sin 267 = 98.5148036 NM W
DLon = Dep ÷ cos MLat = 98.5148036 ÷ cos 34 32 34.89 ÷ 60 = 001 59 36.02 W
Lon B = Lon A ± DLon = 005 24.0 W + 001 59 36.02 W = 007 23 36.02 W
Plot.
DLat 2.0 N
Dep 7.2 W
OP Lat = TP Lat ± DLat = 34 35 09.78 S – 00 02.0 N =34 33 09.78 S

MLat = TP Lat ± DLat ÷ 2 = 34 35 09.78 S – 00 01.0 N = 34 34 09.78 S
DLon = Dep ÷ cos MLat = 7.2 ÷ cos 34 34 09.78 S ÷ 60 = 00 08 44.63 W
OP Lon = TP Lon ± DLon = 007 23 36.02 W + 00 08 44.63 W = 007 32 20.65 W
OP 34 33.2 S 007 32.3 W
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301 7.2 T
7.2 W
OP
2.0 N
TP
056½ 4.8 A
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3. Whilst on passage, own vessel receives a request to assist in search and rescue operations. When
own vessel arrives at the scene, it observes the On Scene Coordinator (OSC) on radar bearing due
South at the range of 8.0 miles. The OSC is conducting the search using the parallel track search
pattern with another vessel on its port beam at a distance of 3.0 miles. Both vessels are steering a
course of 145°T, while maintaining a speed of 9.0 knots.
Own vessel is instructed by OSC to take up station at a distance of 3.0 miles on OSC's starboard beam
as soon as possible, with own vessel's maximum speed of 15.0 knots.
Using Worksheet Q3:
(a) find the course own vessel needs to steer to comply with OSC's instructions; (15)
(b) find the steaming time required for own vessel to be at the required station; (10)
(c) find the steaming time required for own vessel to be at the closest point of approach with the
OSC, stating the range and bearing of the OSC from own vessel at that time. (10)
a) 167
b) 10.1 NM ÷ 7.5 kn = 01:21
c) 7.9 ÷ 7.5 = 01:03
d) 2.0 NM 104
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AV1
7.9 180 8.0

10.1
CPA 2.0 104 OSC

W
AV2 235 3.0
145 9.0
15.0 167
7.5
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4. Weather routeing is often effectively used by vessels making trans-oceanic passages.
(a) Explain FIVE factors that should be considered when determining if weather routeing would be of
benefit to a proposed passage. (20)
(b) Describe THREE types of weather routeing currently available to vessels. (12)
(c) Outline the benefits of carrying out shipboard routeing. (8)
a)
1. The weather along the route.
Wind speed and direction, therefore wave heights and direction.
Probable swell height and direction.
The probability of reduced visibility and fog.
The probability of ice along and close to the route.
2. Ocean currents, adverse and favourable, along the route and close to it.
3. The vessel.
Vessel type, hull form and susceptibility to wave action.
Service speed, relative effect of ocean currents.
Draft, likelihood of pounding in adverse seas.
Freeboard, likelihood of shipping seas.
Stability, susceptibility to heavy rolling.
Availability of Performance Data.
4. The cargo.
Sensitivity to temperature and humidity.
Deck cargo, susceptibility to heavy weather damage.
5. The voyage.
Destination and range of alternative routes available.
Distance, long voyages are more likely to offer alternatives.
Navigational hazards on the route.
Scheduling requirements.
Legal requirements and restrictions.
b)
1. Onboard, by ship's staff, using available information from climatological data and broadcast forecasts.
The first approximation of the route is the shortest distance with adequate margins of safety.
Climatological and forecast information is used to decide whether a deviation from this is justified in
order to achieve the optimum route.
2. On board, using computer programs with data supplied from ashore.
The program holds information about the ship's performance in a variety of weather conditions.
The program holds climatological information.
Forecast information is received from ashore.
The program calculates an optimum route for the vessel.
3. Shore based Routeing Officers.
An organisation ashore has details of the ship's performance, climatological data and forecast
information.
A Routeing Officer, using a computer program, calculates an optimum route for the vessel and advises
the Master accordingly.
Weather forecasts and further routeing advice are provided throughout the voyage.
c)
Local meteorological conditions and changes can be observed directly.
Appropriate action can then be taken in response to changes as soon as they occur.
The performance characteristics of the vessel in different circumstances are known by the Master in
detail.
The performance of the vessel in response to the prevailing conditions can be directly assessed and
appropriate adjustments made.
The original plan can be modified quickly in response to changing conditions to maximise the efficiency
of the voyage.
Information obtained through the internet or otherwise can be used to improve forecasting.
Low cost.
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5. (a) State the appropriate manning levels on the Bridge, outlining the duties of EACH member of
the bridge team, for EACH of the following situations:
(i) navigation in a Traffic Separation Scheme with dense traffic and restricted visibility; (14)
(ii) navigation in clear weather, during darkness, on an ocean passage. (6)
(b) Outline the relevant information that should be contained in the Master's Night Orders pertaining
to making a landfall. (10)
a)
i)
Master. In command.
Receives information from Bridge Team, Analyses and issues commands.
Communications.
Monitors bridge team performance.
OOW. Navigation.
Position, course and speed monitoring.
Informs Master accordingly.
Communications.
Record keeping.
Monitors Master.
Monitors Ratings performance.
OOW. Traffic.
Monitors traffic in vicinity.
Informs Master.
Rating. Helmsman.
Steers vessel to Master’s orders.
Monitors Master’s orders.
Rating. Lookout.
Keeps visual and aural lookout.
Reports to Master and OOW.
Rating. Standby.
On Call as required.
ii)
OOW. Has the Con.
Navigation. Position, course and speed monitoring.
Communications.
Record keeping.
Informs Master as required.
Rating. Lookout.
Reports to OOW.
Monitors OOW.
May report to Master if necessary.
b) The Master’s Night Orders for Landfall should remind the OOW to:
Call the Master at any time if in need of assistance and in the event of:
a) making the landfall unexpectedly.
b) not making the landfall as scheduled.
c) detecting unexpected features or failing to detect those expected.
Use the largest scale chart available for the approach period.
Inspect the chart for adequate under keel clearance on the intended track.
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Employ primary and secondary position fixing systems at regular intervals.
Check performance of radar / ARPA.
Have the echo sounder operational and monitor the actual under keel clearance.
Avoid use of low lying islands and employ prominent Radar Conspicuous targets.
Employ a rising distance if and when approaching a lighthouse feature.
Take account of set and drift using parallel indexing to monitor position with regard to track.
Be aware of the increased probability of traffic and small craft.
Monitor weather forecasts.
Be aware of the effects of haze or low cloud.
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Marks for each part question are shown in brackets
All questions refer to a Panamax size oil tanker undertaking a voyage from Singapore to Houston, via
the Panama canal. The vessel has a service speed of 16.0 knots.
1. The ocean part of the voyage, across the North Pacific, is to commence from Balintang Channel
and is planned to pass through waypoint 'G' (07°00'N 080°00'W). Master decides to follow the
shortest recommended route as per Datasheet Q1.
(a) Identify the shortest recommended route as per Datasheet Q1 along with the position of
waypoints. (6)
(b) The passage is to be undertaken in January, when winter seasonal load line limit is applicable in
the North Pacific. The limit of the winter seasonal zone is 35°00'N. At the commencement of the
trans-Pacific passage (at the Balintang Channel), the vessel will be overloaded for its winter marks by
330 tonnes due to additional heavy weather ballast requirements. The vessel consumes 45 tonnes of
fuel and water a day.
(i) Calculate the distance the vessel needs to steam to come to its winter marks. (6)
(ii) Calculate the distance from Balintang Channel to the appropriate great circle vertex on the
limiting latitude. (10)
(iii) Calculate the shortest legal distance between Balintang Channel and waypoint 'S' (20°00'N
107°45'W) without contravening the load line regulations. (23)
a) 7.247.1
Balintan Channel 20 00 N 122 20 E
GC
S 20 00 N 107 45 W
GC
G 07 00 N 080 00 W
RL
Gulf of Panama 08:00 N 079 00 W
DLon AB
BC 122 20 E
S 107 45 W
DLon 230 05 W
360 ~
DLon AB 129 55 E
L AB
P
C
L
A B
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b)
i) 330 mt ÷ 45 tpd x 24:00 x 16.0 kn = 2816 NM P
ii) PA = 90 – 20 00 = 70 00
PV = 90 – 35 00 = 55 00 A V
V
ii) Sin mid = cos opp x cos opp
Sin (90 – PA) = cos AV x cos PV PV AV
AV = cos-1 (sin (90 – PA) ÷ cos PV)
AV = cos-1 (sin (90 – 70 00) ÷ cos 55 00) 90-P 90-A
AV = 53 23 42.26 x 60
AV = 3203.70432 NM 90-PA
iii) Fuel Burning Distance is less.

DLon to Waypoint on Limiting Latitude at Fuel Burning Distance from A.
AW = 2816 ÷ 60 = 46 56
P = cos-1 ((cos AW - cos PA x cos PW) ÷ (sin PA x sin PW))
P = cos-1 ((cos 46 56 - cos 70 00 x cos 55 00) ÷ (sin 70 00 x sin 55 00))
P =050 47 01.59 E
DLon AB 129 55 E
DLon AW 050 47 01.59
DLon WB 079 07 58.41
PW = 90 – 35 00 = 55 00
PB = 90 – 20 00 = 70 00
Dis WB = cos-1 (Cos DLon x sin PW x sin PB +cos PW x cos PB)

Dis WB = cos-1 (Cos 079 07 58.41 x sin 55 00 x sin 70 00 + cos 55 00 x cos 70 00)
Dis WB = 70 02 38.67 x 60
Dis WB = 4202.3644482 NM + 2816 NM
Dis AWB = 7018.644482 NM
Dis AWB = 7018.6 NM
2. Prior to making the landfall at Gulf of Panama, vessel encounters very heavy rain, which reduces
the prevailing visibility to less than a mile. Worksheet Q2 contains the plot of THREE targets on own
vessel's radar plotted on a 12 Mile scale between 0410 hrs and 0425 hrs. Target C is known to be a
beacon marking an isolated danger. Own vessel is steering a course of 110°T and is proceeding at a
reduced speed of 10.0 Knots.
(a) Complete the plot for all THREE targets and prepare a full report at 0425 hrs, including a brief
analysis for target A and B, along with CPA and TCPA information for target C. (14)
(b) Determine the set and rate of current being experience by own vessel. (4)
(c) Determine own vessel's required course at 0430 hrs that would result in CPA of at least 1.5 miles
from EACH of the targets. (18)
(Assume any alteration of course is effective immediately.)
(d) Explain how action taken in Q2(c) complies with the rule 19 of the IRPCS. (9)
29
a)
T = 00:15
WO = 10 x 00:15 = 2.5
Target A B C
Bearing 322 083 135
Tendency Steady Steady Drawing Aft
Range 2.3 5.5 6.0
Tendency Decreasing Decreasing Decreasing
CPA Bearing 322 083 207
CPA Range 0.0 0.0 1.9
Time to CPA 00:29 00:24 00:32
Time of CPA 04:54 04:49 04:57
Course 120 219 Set 163
Speed 14.0 6.4 Rate 1.6
Aspect G 022 G 044 NA
TtCPA ToCPA
A 2.3 ÷ 1.2 x 00:15 = 00:29 + 04:25 = 04:54
B 5.5 ÷ 3.4 x 00:15 = 00:24 + 04:25 = 04:49
C 5.7 ÷ 2.7 x 00:15 = 00:32 + 04:25 = 04:57
Speed.
A 3.5 ÷ 00:15 = 14.0
B 1.6 ÷ 00:15 = 6.4
C Rate 0.4 ÷ 00:15 = 1.6
A Port Quarter, overtaking, collision.

B Port Bow, Crossing, collision.
c) AP
A 00:05 ÷ 00:15 x 1.2 = 0.4
B 00:05 ÷ 00:15 x 3.4 = 1.13…
C 00:05 ÷ 00:15 x 2.7 = 0.9
A 138
B 140
C 115 155
Course 155.
d)
The vessel is in restricted visibility, Rule 19 applies.
Is proceeding at a safe speed.
Has established that risk of collision exists.
Is taking action in ample time.
Has not altered course to port for a vessel forward of the beam.
Has not altered course toward a vessel abaft the beam.
30
31
3. On the 08th January at 1200 hrs UTC, whilst in position 22°20'N 125°00'E and steering 060°T,
own vessel receives a weather advisory about a tropical storm centered in position 20°00'N
133°00'E. Storm centre is currently moving in North Westerly direction at a speed of 10 knots.
Influence of the storm is known to extend to about 180 miles from the storm centre.
(a) On Worksheet Q3, plot own vessel's position and the position for the storm centre at 1200 hrs
UTC on the 08th January. (2)
(b) On Worksheet Q3, plot the vessel's track for the next 24 hours and the position of the vessel at
1200 hrs UTC on the 9th January, assuming that vessel maintains its course and speed, along with
the possible paths that storm may follow and the area under the influence of the storm up to 1200
hrs UTC on the 09th January. (6)
(c) Describe in detail the change in weather and sea conditions that the observer on board the vessel
will experience between 1200 hrs UTC on the 8th January and 1200 hrs UTC on the 9th January, if
the vessel continues on current course and speed and the storm continues on the path and speed,
same as its current track. (12)
(d) Describe FOUR options available to the Master at 1200 hrs UTC on the 8th January to avoid the
worst of the storm, stating the advantages and disadvantages of EACH option. (16)
(e) State, giving reasons, which of the options listed in Q3(d), a prudent Master should choose. (4)
32
b) 24:00 x 16.0 = 384 ÷ 60 = 6.4
24:00 x 10 = 240 ÷ 60 = 4.0
c) A Tropical Storm in January (Winter) in the NW Pacific is unusual.
The vessel would be in Trade Wind / North East Monsoon conditions initially, entering the storm field at
approximately 09 05:00
Swell.
From approximately ExS, changing to approximately S at 09 12:00.
Moderate height, increasing throughout the period.
Atmospheric Pressure
Normal for the area with Diurnal Variation.
09 05:00 Diurnal Variation ceasing and pressure starting to decrease.
Possibly decreasing until approximately 09 12:00 then increasing.
Wind NE f4 until 09 05:00.

Then increasing and veering to Ely at 09 12:00.
Wind Waves.
Moderate, then increasing from 09 05:00.
Cloud Cover.
Partly cloudy, Cu.
09 00:00 Increasing Ci
09 05:00 Overcast Cb.
Precipitation.
Possibly showers.
09 05:00 Heavy rain.
d) Storm is likely to increase speed.

It may intensify with higher sea temperature over Japan Current.
Storm may follow current path.
It may recurve to North and Northeast.
It is unlikely to change to a Westerly direction.
1. Proceed westwards toward Balintan Channel. Monitor storm movement. Keep out of storm field.
Lowest probability of encountering storm.
No significant disadvantages.
2. Proceed South at reduced speed. Monitor storm movement. Keep out of storm field.
Low probability of encountering storm.
Storm may proceed Westward and increase speed and intensity.
3. Stop. Monitor storm movement. Proceed when storm has passed intended track.
Unlikely to enter storm field with current forecast path and speed.
Storm may proceed Westward and increase speed and intensity, requiring evasive action.
4. Proceed North through the Ryuku Islands. Monitor storm movement. Keep out of storm field.
May be able to keep out of storm field.
Storm intensity is likely to decrease with lower sea temperature in East China Sea.
Storm may increase speed
e) Proceed westwards toward Balintan Channel. Monitor storm movement. Keep out of storm field.
Lowest probability of encountering storm.
No significant disadvantages.
33
4. On the evening of 23rd January, whilst in DR position 33°06'N 138°18'W, Master instructs the
OOW to obtain vessel's position through multiple star sights. Ship's time is UT -9 hours.
(a) Determine the appropriate start and end times of the observation period, to take these sights as
per the ship's clocks. (15)
(b) Using Datasheets Q4(1) and Q4(2), identify all the stars available for observation along with their
approximate altitudes and bearings. (10)
(c) State the available stars best suited for a three star observation, out of the
stars identified in Q4(b), giving the reasons for the choice. (5)
a)
Jan 23
SS CT NT
35 17:19 17:47 18:17
30 17:29 17:55 18:24
T1 00:06 00:05 00:04 5, 03 06, 10 8 7
33 06 17:23 17:50 18:20 UTG
Obs 17:36 18:05 UTG
LiT 09:13 09:13 W + 138 18 ÷ 15
Obs 26:49 27:18 UT
TZ 09:00 09:00 W -
ZT 17:49 18:18
b)
23 26:49 = 24 02:49
GHA A 24 02 153 17.0
I 49 012 17.0
Lon 138 18 W –
LHA A 027 16
27°
*CAPELLA RIGEL *Diphda FOMALHAUT Enif *DENEB Kochab
48 23 056 25 52 120 36 50 199 15 38 218 29 46 262 31 37 307 17 38 356
0.2 0.3 2.2 1.3 2.5 1.3 2.2
c) Bright, moderate Altitudes, wide range of Bearings.

Capella
143
Diphda
108
Deneb
109
5. UKHO produces charts that are specifically designed to assist mariners in planning of passages
through areas of heavy traffic and confined waters, such as the Singapore straits.
(a) Outline the SIX main categories of information that may be found on these charts. (18)
(b) Explain how co-tidal and co-range charts can be used by deep draught vessels transiting relatively
shallow areas offshore. (10)
(c) State, with reasons, FOUR other publications which should be consulted when appraising such a
passage. (12)
a) 5500 Mariner's Routeing Guide

North Sea and English Channel
Shows the following:
Admiralty Charts and Publications relevant to the Area.
1. Passage Planning Using This Guide.
2. Routeing: General Rules and Recommendations.

3. Routeing: Special Rules and Recommendations.
34
4. Passage Planning: Special Classes of Vessel.
5. Oil and Dangerous Cargoes: Marine Pollution.
6. Radio Reporting Systems Applying to Through Traffic.

7. Reporting to a Port of Destination in the Area.
8. Maritime Radio Services.
9. Tidal Information and Services.
10. Pilot Services.

Passage Planning Charts.
b) Co-tidal charts show isopleths of equal Mean High Water Interval and Mean Low Water Interval for an
area around an Amphidromic Point.
The values for selected Standard Ports are tabulated.
Co-range charts show isopleths of equal Mean Spring Range and Mean Neap Range for an area around an
Amphidromic Point.
The values for selected Standard Ports are tabulated.
Co-tidal charts are used to determine the times of high Water and Low Water at positions offshore using
the times at a Standard Port and the Intervals at the Point.
Co-range charts are used to determine the heights of high Water and Low Water at positions offshore
using the heights at a Standard Port and the ranges at the Point.
The Height of Tide at an offshore position at a particular time can be determined.
The time at which a particular Height of Tide occurs at an offshore position can be determined.
The tidal data for a port, ideally a standard port, in the area centred on the same amphidromic point as
the position being considered, is used.
This information allows planning and speed adjustment to maintain adequate UKC and pass critical points
at high water or with a rising tide.
c) Admiralty Sailing Directions.

Details of areas relating to the voyage, general information, landmarks, recommended routes,
approaches, anchorages, pilotage, berths.
Admiralty List of Radio Signals.

Details of sources of information concerning navigation aids, meteorological information and port
facilities.
Admiralty List of Lights.

Details of lights and fog signals.
Admiralty Charts.
Positions of land and ports, navigation aids, depths of water, hazards.
Admiralty Notices to Mariners.

Corrections to publications.
Nautical Almanac.
Astronomical information, ephemera of the celestial bodies used for navigation, times of sunrise, sunset,
twilights.
Admiralty Tide Tables.

Details of tides at the ports.
Admiralty Notices to Mariners – Annual Summary. Parts 1 and 2.

Long term information published in Admiralty Notices to Mariners.
Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes.

Information concerning requirements relevant to the voyage.
35
All questions refer to a Bulk carrier vessel operating between North coast of Australia and West coast
of South America. The vessel is undertaking a voyage from Darwin (Australia) to Valparaiso (Chile).
The vessel has a service speed of 15.5 knots.
1. Vessel is to commence the ocean part of the voyage from Bligh Entrance (Queensland, Australia).
With reference to Datasheets Q(1) and Q1(2):
(a) Outline the recommended route for the above passage, including the position of the waypoints.
(6)
(b) Calculate the vessel's initial course on departure Bligh Entrance. (8)
(c) Calculate the total distance on passage from Bligh entrance to landfall position off Valparaiso. (8)
(d) Calculate the distance between the vessel's recommended track and the submarine Volcano in
position 27°45'S 169°09'E, when the vessel passes due south of the volcano. (20)
(e) Calculate the ETA Standard time Valparaiso, if the vessel departs Bligh entrance on 04th of
December at 0500 hrs standard time. (8)
a) 7.221
Bligh Entrance 09 12 S 144 00 E
GC
WP J 28 30 S 170 00 E
GC
Valparaiso 33 02 S 071 37 W
b) DLon = 170 00 E – 144 00 E = 026 00 E

A = tan 09 12 S ÷ tan 026 00 = 0.3320767607 N
B = tan 28 30 S ÷ sin 026 00 = 1.238575357 S
C = A ± B = 0.332… N ~ 1.238… S = 0.9064985963 S
ICo = Tan-1 (1 ÷ (0.906… x cos 09 12)) = 48 10 35.84 = S 48 E ~ 180
ICo = 132
c) PA = 90 – 09 12 = 80 48
PB = 90 – 28 30 = 61 30
Dis = cos-1 (Cos 026 00 x sin 80 48 x sin 61 30 + cos 80 48 x cos 61 30) = 31 07 45.19
DLon = 170 00 E + 071 37 W = 241 37 W ~ 360 = 118 23 E

PA = 90 – 28 30 = 61 30
PB = 90 – 33 02 = 56 58
Dis = cos-1 (cos 118 23 x sin 61 30 x sin 56 58 + cos 61 30 x cos 56 58) = 95 10 13.85
Dis = (31 07 45.19 + 95 10 13.85) x 60 A V

Dis = 7578.0 NM
d) SV 27 45 S 169 09 E P
sin PV = cos (90 – A) x cos (90 – PA) V
PV = sin-1 (cos (90 – 48 10 35.84) x cos (90 - 80 48)) = 47 21 34.03
Sin (90 – PA) = tan (90 – P) x tan (90 – A) AV PV

Tan (90 – P) = sin (90 – PA) ÷ tan (90 – A) 90-A 90-P
P = 90 – tan-1 (sin (90 – 80 48) ÷ tan (90 – 48 10 35.84))
P = 79 52 11.36 + 144 00 E 90-PA
Lon V = 223 52 11.36 E
Lon W = 169 09 E
DLon VW = 054 43 11.36 W
36
Sin (90 – P) = tan (90 – PW) x tan PV W V
Tan (90 – PW) = sin (90 – P) ÷ tan PV
PW = 90 - tan-1 (sin (90 – 054 43 11.36) ÷ tan 47 21 34.03)
PW = 61 59 35.39 ~ 90
P
Lat W = 28 00 24.61 S V
Lat V = 27 45 S
DLat = 00 15 24.61 x 60
Dis = 15.4 NM VW PV
90-W 90-P
e)
ETD 12 04 05:00 ST 90-PW
TD 10:00 –
ETD 12 03 19:00 UT
PT 20 08:54 7578.0 ÷ 15.5
ETA 12 24 03:54 UT
TD 04:00 –
ETA 12 23 23:54 ST
Chile may keep Daylight Saving Time, it is Summer, Standard Time is specified.
2. Enroute to Valparaiso at 2120 hrs UTC on the 8th of December in position 41°54'S 179°12'W, own
vessel receives a request to rendezvous from a pleasure craft in position 36°30'S 179°45'E. The
pleasure craft has requested to rendezvous at sunrise, the following morning. At the time of the
request being sent, the pleasure craft was heading to the nearest landfall position at a course of
230°T, whilst maintaining a speed of 12.0 Knots. The pleasure craft will maintain its course and
speed throughout.
(a) Calculate the time of sunrise the following morning in UTC, for the pleasure craft. (15)
(b) Calculate the position of the pleasure craft at the time of sunrise the following morning. (15)
(c) Calculate the course and speed required by own vessel to make the rendezvous the following
morning. (10)
a)
DT1 12-08 21:20 UT
TZ 12:00 179 45 E ÷ 15 = 11:59
DT1 12-09 09:20 ZT
Following Morning 12-10
40 S 10 04:25
35 S 10 04:39
T1 00:04 - 5, 01 30, 14
36 30 10 04:35 UTG
LiT 11:59 E -
Pos 09 16:36 UT
DT1 08 21:20 UT
PT 19:16
Sp 12.0 kn
Dis 231.2 NM
Co 230
DLat = Dis x cos Co = 231.2 x cos 230 = 148.6124954 ÷ 60 = 02 28 36.75 S

MLat = 36 30 S + 02 28 36.75 S ÷ 2 = 37 44 18.37 S
DLon = Dep ÷ cos MLat = 177.1094752 ÷ cos 37 44 18.37 = 223.9587001 ÷ 60 = 003 43 57.52 W
A 36 30 S 179 45 E
D 02 28.6 S 003 44.0 W
DR 38 58.6 S 176 01.0 E
37
40 S 10 04:25
35 S 10 04:39
T1 00:11 - 5, 03 58.5, 14
36 30 10 04:28 UTG
LiT 11:44 E - 176 01.0 ÷ 15
Pos 09 16:44 UT
DT1 08 21:20 UT
PT 19:24
Sp 12.0 kn
Dis 232.8 NM
Co 230

MLat = 36 30 S + 02 29 38.46 S ÷ 2 = 37 44 49.23 S
DLon = Dep ÷ cos MLat = 178.3351464 ÷ cos 37 44 49.23 = 225.5347015 ÷ 60 = 003 45 32.08 W
A 36 30 S 179 45 E
D 02 29.6 S 003 45.5 W
RV 38 59.6 S 175 59.5 E
c)
AV 41 54 S 179 12 W
RV 38 59.6 S 175 59.5 E
D 02 54.4 N 355 11.5 E
360
004 48.5 W
D 174.4 N 288.5 W
MLat = (41 54 S + 38 59.6 S) ÷ 2 = 40 26 48 S

Dep = DLon x cos MLat = 288.5 W x cos 40 26 48 = 219.551434 NM W
Co = tan-1 (Dep ÷ DLat) = tan-1 (219.551434 ÷ 174.4) = 51 32 17.65 = N 51.5 W ~ 360
Co = 308½
Dis = DLat ÷ cos Co = 174.4 ÷ cos 51 32 17.65 = 280.3893581

Dis = 280.4 NM
Sp = Dis ÷ Tim = 280.4 ÷ 19:24 = 14.5 kn
3. On the return voyage vessel is scheduled to arrive at Darwin at about 0100 hrs on the 19th of
January but may be delayed. Close to the entrance of the harbour, vessel has to pass under
overhead power cables, charted at a height of 19.2 m. Local laws require that the vessel must
maintain a clearance of 1.5 m from the cables at all times. Own vessel's keel to masthead height is
29.2 m and the current draft is 7.1 m.
(a) Calculate the maximum height of tide for the vessel to safely pass under the power cables, whilst
complying with the local laws. (6)
(b) Using Worksheet Q3, calculate the latest time own vessel can safely cross under the power cables
on the early morning of 19th January. (9)
(c) Using Worksheet Q3, calculate the next earliest time vessel can safely cross under the cables if
the vessel is unable to arrive at the time calculated in part (b) above. (9)
(d) Identify the issue in calculating the times above, if the vessel's ETA had been about 0400 hrs on
the 17th of January instead, whilst also suggesting a solution to the issue. (6)
38
a)
Obstruction
Clearance 1.5
Masthead Charted Height 19.2
HAT
Keel to Masthead Waterline
29.2
Draught 7.1 CD to HAT 8.1
HoT ?
Keel CD
C 1.5
K-M 29.2 +
D 7.1 –
O-WL 23.6
CH 19.2
HAT 8.1 +
O-CD 27.3
HoT 3.7
b) SP Darwin
DT 01-19 AM Flood
T H
LW HW LW HW
SPP 00:20 05:24 3.1 6.1
LW 00:20
D 05:04
HW 05:24
I 03:32 BHW –
T 01:52
c) SP Darwin
DT 01-19 Ebb
T H
HW LW HW LW
SPP 05:24 12:17 6.1 0.7
LW 05:24
D 06:53
HW 05:24
I 03:10 AHW +
T 08:34
d) SP Darwin
DT 01-17 04:00
T
HW LW HW LW
SPP 03:18 10:31 5.3 1.6
LW 03:18
D 07:13
Duration is greater than 07:00.

Standard Curves may not be used.
Use Harmonic Constants or pass at Low Water.
39
40
4. Establishment of routeing measures is very important for safety of navigation and for pollution
prevention. This purpose is achieved through the control of navigation of vessels and their progress
monitoring.
(a) List the contents of the IMO publication, Ships' Routeing. (7)
(b) Explain the purpose of IMO's Ships' Routeing. (6)
(c) State the precise objectives of IMO's Ships' Routeing. (14)
(d) Explain the difference between 'ADOPTED' and 'NON-ADOPTED' traffic separation schemes. (8)
(e) State the publications where the mariner can gain information regarding 'ADOPTED' traffic
separation schemes. (5)
a)
Part A - General provisions on ships' routeing
Part B - Traffic separation schemes and inshore traffic zones
Part C - Deep-water routes
Part D - Areas to be avoided
Part E - Other routeing measures
Part F - Associated rules and recommendations on navigation
Part G - Mandatory ship reporting systems, mandatory routeing systems and mandatory no anchoring
areas
Part H – Adoption, designation and substitution or archipelagic sea lanes.
b) The purpose of ships' routeing is to improve the safety of navigation in converging areas and in
areas where the density of traffic is great or where freedom of movement of shipping is inhibited by
restricted sea-room, the existence of obstructions to navigation, limited depths or unfavourable
meteorological conditions. Ships' routeing may also be used for the purpose of preventing or
reducing the risk of pollution or other damage to the marine environment caused by ships colliding
or grounding or anchoring in or near environmentally sensitive areas.
c) 1.2 The precise objectives of any routeing system will depend upon the particular hazardous
circumstances which it is intended to alleviate, but may include some or all of the following:
.1 the separation of opposing streams of traffic so as to reduce the incidence of head-on encounters;
.2 the reduction of dangers of collision between crossing traffic and shipping in established traffic lanes;
.3 the simplification of the patterns of traffic flow in converging areas;
.4 the organization of safe traffic flow in areas of concentrated offshore exploration or exploitation;
.5 the organization of traffic flow in or around areas where navigation by al l ships or by certain classes
of ship is dangerous or undesirable;
.6 the organization of safe traffic flow in or around or at a safe distance from environmentally sensitive
areas;
.7 the reduction of risk of grounding by providing special guidance to vessels in areas where water depths
are uncertain or critical; and
.8 the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
d) An Adopted Traffic Separation Scheme is one which the IMO considers that
.1 the aids to navigation proposed will enable mariners to determine their position with sufficient
accuracy to navigate in the scheme in accordance with rule 10 of the 1972 Collision Regulations, as
amended;
.2 the state of hydrographic surveys in the area is adequate;*
.3 the scheme takes account of the accepted planning considerations and complies with the design
criteria for traffic separation schemes and with established methods of routeing.
A Non-Adopted Traffic Separation Scheme is one which does not comply with the IMO criteria.
e) Annual Summary of Notices to Mariners

Ships’ Routeing
41
5. In recent years, digital navigation tools have increasingly been used for the safe navigation of
vessels.
(a) Approved ECDIS equipment can be operated in a number of different modes, depending upon
different chart types in use on the equipment. These different modes may cover all or some of the
requirements for the carriage of nautical charts on board.
For EACH of the following chart types, name the corresponding mode that the equipment is
operating in and outline the degree to which each mode fulfils the ECDIS functional requirements for
the need to carry nautical charts on board:
(i) Approved ECDIS equipment operating with ENCs; (4)
(ii) Approved ECDIS equipment operating with RNCs; (4)
(iii) Approved ECDIS equipment operating with unapproved Vector charts. (4)
(b) Outline the operational limitations of ECDIS equipment operating with RNCs when compared to
ECDIS equipment operating with ENCs. (16)
(c) Explain the difference between safety depth setting and safety contour display setting on an
ECDIS, whilst also outlining the importance of understanding this difference to a mariner for the
purpose of safe navigation. (12)
a) i) ECDIS Mode. Nautical charts need not be carried provided there is adequate backup, duplicate
equipment.
ii) RCDS Mode. An appropriate folio of current paper charts is required to be carried.
iii) ? Mode. An appropriate folio of current paper charts is required to be carried.
b) RNCs cannot:
be interrogated,
provide alarms,
provide indications,
provide customised display,
Display may be cluttered with additional information.
c) Safety Depth
Set by the user.
ECDIS emphasizes soundings equal to or less than the safety depth whenever selected for display.
Affects the display of sounding colours
Soundings shallower appear in black
Soundings deeper appear in grey
Safety Contour
The primary safety feature in ECDIS.
Equivalent to a No Go line.
Set by the user to mark the boundary between safe and unsafe water
Shown emphasised over all other contours
Uses the next deepest contour (or boundary of depth area) in the chart
The chart display logic assumes that the safety contour will never be crossed.
Dangers on the shallow side may not be shown.
42
SCOTTISH QUALIFICATIONS AUTHORITY
MARKERS REPORT FORM
SUBJECT: 032-73 Navigation DATE: 2nd October 2018
General Comments on Examination Paper

A paper that required the candidate to show competence in basic elements of the Chief Mate / Master
syllabus.
General Comments of Specific Examination Questions
Question 1.
(a) Generally well answered.
However, a very small number of candidates considered the passage from
Bligh Entrance was a Rhumb Line.
Careful inspection of the datasheet clearly showed a curved line to waypoint J.
(b) Generally well answered by those candidates who correctly identified a Great Circle passage to
waypoint J.
Inspection of the chartlet gave the candidate an approximate course.
There were the usual mistakes of naming the course from the quadrant.
A small number of candidates calculated the initial course for a Great Circle direct to Valparasio.
(c) Again generally well answered, though a small number calculated the distance of a Great Circle direct
to Valparasio.
(d) A considerable number of candidates did not attempt this part.
An inspection of the chartlet would allow the candidate to approximate the distance.
This, coupled with the datasheet alerting the reader to the volcano, should have alerted candidates who
offered distance in excess of 100 miles that an error had been made.
The candidates who attempted a rhumbline for this route mostly did not attempt this part, those who
found the distance from rhumbline track were given some credit.
A small number of candidates failed to identify that the volcano was west of waypoint J, therefore the
vertex of the Great Circle from waypoint J to Valparaiso could not be used.
A number of candidates used an imprecise course angle of 48.2° to calculate the position of the vertex.
(e) Most candidates answered this part correctly.
A small number of candidates used the Northern Territories time correction instead of the stated
Queensland correction.
A small number of candidates failed to correctly convert the steaming time in ‘hours’ to ‘days and
hours’.
These candidates appeared to consider 60 hours in a day.
Small number of candidates used LIT/Zone number for arrival/departure positions.
Question 2.
A considerable number of candidates failed to determine the date of the next sunrise, as they did not
determine the time and date of the pleasure craft and so had little idea of when the rendezvous would
take place
Their resulting calculation gave them a negative steaming time to the next sunrise - but they carried on
regardless.
These candidates were heavily penalised.
A small number of candidates tried to interpolate between pages and that meant working between 29th
September and 10th December!!!
The rendezvous position and ‘own ship’ being on different sides of the 180° Meridian caused some
candidates to determine the required course was NE.
Other errors included:
Applying ‘Zone’ instead of the ‘arc to time conversion’;
Using own ship speed of 15.5 knots for the pleasure craft;
Incorrect interpolation for sunrise, resulting in a time obtained outside the interpolation parameters;
No names / titles given to values obtained, resulting in incorrect figures/data been used for later
calculation elements.
The candidates who determined required speed in excess of 40/50 knots, clearly had no thought to a
possible error.
43
Question 3.
This question was very poorly answered. Very few candidates achieved high marks.
(a) The majority of candidates used either MHWS or ‘water level’ as the base level for the charted
height of the bridge.
Candidates who thought that ‘water level’ could be the base for measurement clearly had no thought as
to the change in water levels due to tides, perhaps they thought that the bridge would rise and fall with
the tide.
It was very surprising that only a few candidates were able to correctly calculate the maximum height of
tide.
(b) The majority of candidates determined that the latest time would fall on an ebb tide.
(c) The majority of candidates determined that the next earliest time would fall on a flood tide.
A small number of candidates used the low water time as their time base on the curve.
(d) Many candidates did not attempt this part, most candidates who attempted this part correctly
identified the problem and offered the solution of using Harmonic Constants / Digital Tide software.
Very few candidates suggested passing at the time of Low water.
Question 4.
(a) Clearly very few candidates had studied a copy of the publication.
This part was very poorly answered, many candidates not attempting the part or achieving no marks.
Many mistook this for Mariner’s routeing guide (5500 series).
(b) & (c) Some candidates appear not to be able to differentiate between ‘purpose’ and ‘objectives’.
(d) Some candidates implied that non-approved schemes do not meet any standards nor have any
requirements for their use.
Phrases such as “unsurveyed”, “no navigation aids”, “Rule 10 does not apply” and “not mandatory” were
used.
Question 5.
(a) Very few candidates were able to state the mode of operation.
Many candidates stated regulation references e.g S57 and S63, but were unable to state whether the
chart carriage requirements had been met.
(b) Generally well answered.
(c) Many candidates demonstrated an understanding of ‘safety depth’ and ‘safety contour’ but could
offer no suggestions as to the importance of the difference or their relevance.
44
All questions refer to a General cargo vessel undertaking a passage from Halifax, Nova Scotia, Canada
to Lisbon (Lisboa), Portugal in the month of January. The vessel has a service speed of 15.0 knots.
1. (a) With reference to Datasheets Q1(1), Q1(2) and Q1(3):

(i) identify and describe the appropriate recommended route from Halifax to Lisbon (Lisboa)
(38°36'N 009°24'W) including the position of waypoints along the route; (8)
(ii) calculate the total distance along the route chosen in Q1(a)(i) above; (14)
(iii) calculate the final course on arrival landfall position off Lisbon; (8)
(iv) calculate the position of the vertex on the final leg of the passage. (12)
(b) Identify all the hazards to navigation while transiting the Grand Banks in the month of January.
(8)
a) i) Halifax 44 31 N 063 30 W 2.68.2a No method specified.

C 43 00 N 060 00 W 2.68.2a Great Circle
BS 42 30 N 050 00 W 2.69.5f Great Circle
Lisboa 38 36 N 009 24 W
ii)
Halifax 44 31 N 063 30 W
C 43 00 N 060 00 W
D 003 30 E
PH = 90 – 44 31 = 45 29
PC = 90 – 43 00 = 47 00
Dis = cos-1 (cos P x sin PA x sin PB + cos PA x cos PB)
Dis = cos-1 (cos 003 30 x sin 45 29 x sin 47 00 + cos 45 29 x cos 47 00)
Dis = 02 56 51.34
C 43 00 N 060 00 W
BS 42 30 N 050 00 W
D 010 00 E
PBS = 90 – 42 30 = 47 30
Dis = 07 21 21.07
BS 42 30 N 050 00 W
Lisboa 38 36 N 009 24 W
D 040 36 E
PL = 90 – 38 36 = 51 24
Dis = 30 47 53.09
Dis = 41 06 05.51 x 60
Dis = 2466.1 NM
iii) ICo L--BS

A = tan 38 36 ÷ tan 040 36 = 0.9313803551 S
B = tan 42 30 ÷ sin 040 36 = 1.408063119 N
C = 0.931…S ~ 1.408 N = 0.4766827637 N
ICo L—BS = tan-1 (1 ÷ (0.476… x cos 38 36)) = N 69 34 03.93 W
FCo = S 69½ E ~ 180
FCo = 110½
45
iii) L =69 34 03.93
sin PV = cos (90 – L) x cos(90 – PL) P
PV = sin-1 (cos (90 – 69 34 03.93) x cos(90 – 51 24)
PV = 47 05 02.06 ~ 90
Lat V = 42 54 57.94 V L
Lat V = 42 55.0 N V
sin (90 – PL) = tan (90 – P) x tan (90 – L)

LV PV
tan (90 – P) = sin (90 – PL) ÷ tan (90 – L)
P = 90 – tan-1 (sin (90 – 51 24) ÷ tan (90 – 69 34 03.93)) 90-L 90-P
P= 030 50 33.72 W
Lon L 009 24 W 90-PL
Lon V 040 14.6 W
b) January is outside the iceberg season.

Sea ice is likely on the Newfoundland coast and extending over the Grand Banks.
High winds and waves and heavy swell due to Polar Frontal Depressions.
Advection fog is probable in Easterly to Southerly winds.
In areas clear of sea ice:
Many fishing vessels.
Heavy traffic between USA and Europe.
Oil and gas drilling rigs and production platforms and associated vessels.
2. Vessels engaged on passage in the North Atlantic ocean may encounter pack ice or icebergs at
certain times of the year.
(a) List FIVE sources and types of information that are available to the Master regarding the presence
of dangerous ice in the North Atlantic. (15)
(b) Outline the factors that should be considered by a prudent Master when determining the risks
involved in encountering dangerous ice. (20)
(c) Outline the reporting procedure that is to be followed by the Master on encountering dangerous
ice. (5)
a)
North Atlantic Ice Service (Canadian Ice Service, the International Ice Patrol, U.S. National Ice Center):
text messages
fax pictures
RT voice messages
Navtex text messages.
Sat C. SafetyNet messages.
Coast Radio Stations. Voice messages.
Internet:
Text messages.
Fax pictures.
Satellite images.
Mariners’ Handbook. Description of climatological details of ice and icebergs.
Ocean Passages for the World. Description of climatological details of ice and icebergs.
Sailing Directions. Description of climatological details of ice and icebergs specific to the area covered.
Routeing Charts. Pictorial depiction of iceberg and pack ice limits.
b)
General.
Practicality of avoiding ice area altogether.
Types of ice likely to be encountered.
Concentration of pack ice, number of icebergs, tactics to minimize contact.
Currency of ice reports.
Availability of icebreaker assistance.
Availability of emergency assistance.
Expected time in the affected area.
Effect on ETA.
46
Vessel.
Power, manoeuvrability, response time.
Ice Class.
Draughts in relation to Ice Belt, rudder and propeller coverage.
Searchlights, effectiveness and positioning.
Personnel.
Number, training and experience.
Radar.
Performance maximized.
Ice is a poor radar reflector.
Echoes may not be representative of the size of the ice formation.
Sea and rain clutter may reduce the detection range of ice.
Whether the vessel has Ice Radar.
Visual.
The detection range is directly proportional to visibility.
Sea state is a factor, foam patches in high seas may obscure smaller pieces of ice.
Fog may be present in the vicinity of an ice field.
Aural.
Whether the vessel has a sound detection system.
c)
SOLAS. Chapter V, Safety of Navigation. Regulation 31
Danger messages.
a) The Master of every ship which meets with dangerous ice ... is bound to communicate the information
by all means at his disposal...
Regulation 32. Information required in danger messages
1 Ice...
1.1 The kind of ice...
1.2 The position of the ice...
1.3 The time and date UT when danger last observed.
3. Whilst on route to Lisbon (Lisboa), Master instructs the OOW to obtain vessel's position through
Celestial observations. On 24th of January at about 1520 hrs ship's time, whilst in DR position
41°30'N 035°20'W, the OOW obtains the following two simultaneous observations:
Sun (Lower Limb): Sextant altitude 15°29.9'
Jupiter: Sextant altitude 37°02.2'
Index error: 0.4' (off the arc)
Height of eye: 17.4 m
(a) Calculate the azimuth and intercept of the SUN. (20)
(b) Calculate the azimuth and intercept of JUPITER. (20)
(c) Using Worksheet Q3/Graph paper and information from two sights, calculate the vessel's observed
position. (10)
a)
ZT 15:20
TZ 02:00 LiT 035 20 ÷ 15 = 02:21:20
UT 17:20
CT 17:39:28
CE 00:00:05 F
UT 17:39:23 (Vessel is keeping UT – 02:19?)
Sun.
GHA 17 071 56.9 Dec 19 06.6 S
Inc 39:23 009 50.8 D 0.6 - 00 00.4 -
Lon 035 20.0 W - Dec 19 06.2
LHA 046 27.7
47
A = tan 41 30 ÷ tan 046 27.7= 0.8406986045 S
B = tan 19 06.2 ÷ sin 046 27.7 = 0.4777757914 S
C = 1.318474396 S
Az = tan-1 (1 ÷ (1.318… x cos 41 30.0)) = S 45 21 39.44 W
Az = S 45½ W (+ 180, TB = 225½)
CA = 15 42 08.82
SA LL 15 29.9
IE 00 00.4 Off +
OA 15 30.3
D 00 07.3 –
AA 15 23.0
TC 00 12.8 +
TA 15 35.8
CA 15 42.1
I 00 06.3 A
b)
GHA 329 46.1 Dec 17 15.1 N
V 2.4 000 01.6 d 0.0
I 009 50.8 Dec 17 15.1 N
Lon 035 20 W
LHA 304 18.5
A = tan 41 30 ÷ tan 304 18.5 = 0.6037072314 S

B = tan 17 15.1 ÷ sin 304 18.5 = 0.3759491648 N
C = 0.603… - 0.375… = 0.227758066 S
Az = tan-1 (1 ÷ (0.227… x cos 41 30)) = 80 19 10.63
Az = S 80½ E (~180, TB = 099½)
CA = sin-1 (cos 304 18.5 x cos 41 30 x cos 17 15.1 + sin 41 30 x sin 17 15.1)
CA = 36 50 45.8
SA 37 02.2
IE 00 00.4 Off
OA 37 02.6
D 00 07.3 –
AA 36 55.3
TC 00 01.3 -
TA 36 54.0
CA 36 50.8
I 00 03.2 T
DLat 4.9 N
Dep 4.1 E
MLat = 41 30 + 00 04.9 ÷ 2 = 41 32 27N
DLon = 4.1 ÷ cos 41 32 27 ÷ 60 = 000 05 28.66 E
OP Lat = 41 30.0 + 00 04.9 = 41 34.9N

OP Lon = 035 20.0 W – 000 05.5 E = 035 14.5 W
48
49
4. After the completion of the ocean part of the passage, Master intends to use parallel indexing to
keep the vessel on track for the final approach to the pilot station. Master intends to use a Radar
conspicuous prominent headland as the reference point for parallel indexing in the final three legs of
approach to the pilot station.
For the first of these legs, the headland would have a cross index range of 3.5 M to port while
steering a course of 135°T. Master then intends to alter to 100°T when the headland is abeam.
Vessel has to follow this course for 3.0 M, after which the vessel will alter to 070°T. This course will
be steered for the final 2.0 M approach to the pilot station.
(a) On Worksheet Q4, draw all three parallel index lines as they would appear on a Radar screen set
up on North up, relative motion display and a range of 6.0 M. (18)
(b) Find the range and bearing of the headland from the vessel, when it arrives at the pilot station.
(12)
b) 3.3 NM 314°
50
5. On approach to Lisbon (Lisboa), the vessel will have to make a landfall and may be required to
anchor off the port, whilst awaiting berthing information.
(a) List TWELVE factors that should be taken into account when planning for a choice of a landfall
position. (12)
(b) Discuss SIX important factors to be taken into account when choosing a safe anchorage. (18)
a)
Availability of Navigation Aids during approach.
Availability of celestial observations during approach.
Probable visibility.
Ranges of available lights.
Probability of other lights which may obscure navigational lights.
Availability of radar targets for position fixing.
Height and profile of coastal features.
Strength and direction of tidal streams.
Strength and direction of currents.
Strength and direction of prevailing winds.
Availability of large scale charts.
Water depths in the area.
Available methods for ascertaining and monitoring position.
Ease of identifying features of shoreline.
Probable traffic density.
Probable time of day of landfall.
Probability of ice in the area.
Nature of coastline, ease of identifying landfall.
Currency of relevant publications.
b)
Availability of recommended anchorage from relevant publications.
Recommended anchorage will have been carefully surveyed and should be most suitable.
Depth of water.
Must be adequate for the vessel's draught at all states of the tide, and over the whole area of the
swinging circle.
Must not be too deep for recovery of the anchor.
Extent of area available which is clear of obstructions.
Must be sufficient for the swinging circle of radius equal to the full scope of cable and ship's length
plus a margin of safety.
Nature of sea bed.
This will govern holding ability of anchor.
Probable weight on the anchor.
Governed by the windage and underwater form of the vessel, and the anticipated wind, tidal
streams and currents.
Shelter by land from prevailing winds.
Governs anticipated forces experienced.
Availability of marks for position fixing during approach and while at anchor.
Readily identifiable marks in appropriate directions will improve precision of approach and of
position monitoring.
Length of anticipated time at anchor, governs:
Number of tidal cycles.
Variability of wind, tidal stream and current experienced.
Position with regard to traffic movement.
Anchored vessel should not obstruct traffic.
51
MARKERS REPORT FORM
PART I
SUBJECT: 032-73 Navigation DATE: 10th August 2018

Many candidates achieved a high ‘pass’ grade, showing sound knowledge of the navigational problems
raised in the questions.
As usual though, the failure to read the questions carefully resulted in irrelevant answers being offered.
Candidates are reminded that 5 decimal places are the required precision during a calculation process.
The final answer should then be brought to a degree of precision that would be considered practical on
board a ship.
Sufficient working must be shown by candidates to demonstrate the correct procedure and principle of a
calculation. A number of candidates were clearly using the ‘memory’ functions of their calculators,
stating their answers but showing no intermediate steps.
Question 1.
This question was generally well answered, many candidates achieving maximum, or close to maximum,
marks. (a)(i) & (a)(ii). A considerable number of candidates failed to determine, from diagram 2.68, that
the passage from waypoint ‘C’ to waypoint ‘BS’ was a Great Circle.
(a)(ii). Basic errors noted were using Departure as Distance and calculating a Distance that was less than
the D’lat.
(a)(iii). Candidates are encouraged to bring a degree of practicality to their stated final answer.
To suggest that the final course is 110° 25.9´(T) shows a complete lack of appreciation of practical
navigation.
(a)(iii) & (a)(iv). By inspection of Diagram 2.69, candidates could estimate the final course and the
position of the vertex. Candidates who calculated answers which were clearly incompatible with Diagram
2.69 were heavily penalised.
(a)(iv). A few candidates made the mistake of using the final course angle to determine the D’long to the
vertex but applying the D’long from waypoint ‘BS’.
(b). Neither “adverse currents” nor “loadlines” are dangers to navigation.
Question 2.
Considering that this question is very similar to Q5, October 2017, many candidates were weak in their
knowledge.
(a). Only the first 5 stated sources were considered. ALRS is not a source of information regarding the
presence of dangerous ice. A number of candidates failed to read the question fully, only listing sources
of information.
(b). Failure to read the question carefully resulted in some candidates achieving no or low marks for this
part. These candidates either only gave factors regarding bridge procedures when entering ice or offered
a few correct factors before moving in to bridge procedures.
Candidates are reminded that it is good examination technique, whilst answering a question, to keep
referring back to the question, to ensure that you are not drifting off the required subject matter.
(c). A number of candidates considered that the Hydrographic Note was the format for reporting
dangerous ice.
Question 3.
Many candidates achieved high marks for this question. However, it is a concern that a considerable
number of other candidates showed very little competence towards what may well be their only
independent means of cross checking the GPS derived positions during an ocean passage.
(a) & (b). The most frequent errors were:
• Incorrect Dip value. (17.4m is a ‘critical number’, the value towards the top of the page should be
used.)
• Ignoring the v correction
• Incorrect naming of the azimuth. (Often because the A and B values had not been named.) Other errors
included:
52
• Errors in finding the exact UT;
• Dip applied the wrong way;
• Long applied the wrong way for LHA;
• Wrong month for Total Corrections;
• Not converting the v or d correction in the increment tables;
• Using ‘True Tiny Towards’ when dealing with altitudes.
Some candidates applied the Dip correctly in one sight but incorrectly in the other sight.
Likewise, the application of Long was applied differently in the two sights. Whether this was the
candidate ‘hedging his/her bets’ or carelessness is not known.
(c). Most candidates who had completed parts (a) & (b) demonstrated competence in the plotting of the
position lines. Failure to correctly convert the Departure to D’long was the most common error.
Question 4.
Many candidates achieved high marks, demonstrating a clear understanding of this aspect of Parallel
Indexing. The vast majority of the remaining candidates clearly had no concept of Parallel Indexing,
either not attempting the question or plotting lines/bearings reciprocal to the required plot.
The most frequent error, by those candidates who were able to demonstrate some competence, was due
to the failure to read the question, particularly regarding the required scale. Plotting
inaccuracies/carelessness were noted on a small number of plots
Question 5.
A considerable number of candidates did not do well in this question due to their failure to read the
question carefully.
(a). The question referred to “a choice of landfall position.” Preparations for making a landfall were not
relevant. A considerable number of candidates stated “the largest scale chart should be used.” This is
good seamanship but these candidates are implying that if the largest scale chart of the area is not
available then a safe landfall cannot be made. It is suggested that a more appropriate factor would be
‘the scale of chart available to the navigator’.
Only the first 12 stated factors were considered.
(b). The question required the candidate to “Discuss”, not state the factors. Some of those candidates
who went beyond ‘state’ were too brief in their explanation/reasoning. The term ‘discuss’ requires more
details than ‘outline’.
(b). The question referred to “choosing a safe anchorage.” Preparations for approaching an anchorage
were not relevant.
Only the first 6 discussed factors were considered.
A few candidates appeared to fail to appreciate the difference between the terms ‘turning circles’ and
‘swing circles’.
53
All questions refer to a General cargo vessel undertaking series of voyages between Karachi, Pakistan
and Durban, South Africa. The vessel has a service speed of 16.0 knots.
1. With reference to Datasheets Q1(1),Q1(2),Q1(3),Q1(4) and Q1(5):

(a) Describe in detail, the recommended routes including the position of waypoints between the two
ports, North and South bound, whilst also stating the total distance on each route. (20)
(b) Detail the reasons for the multiple routes listed between the two ports. (15)
(c) Calculate the difference in steaming time between the recommended routes undertaken from
Karachi to Durban for passages undertaken in January and in July, assuming that the route
undertaken in January has average favourable current of 0.5 Knot for 1200 miles, average
favourable current of1.5 knots for 800 miles and no significant current for the remainder of the
passage, while the route undertaken in July has average adverse current of0.5 knot for 300 miles,
average adverse current of 1.0 knot for 500 miles and no significant current for the remainder of the
passage. (10)
1 a)
North-bound
6.37.1
From the vicinity of Durban (29°51'S, 31°06'E), the route opens from the coast to a distance of about 100
miles and passes through:
27°15'S. 36°00'E (J) thence:
17° 00’S 36°00’E (D) passing W of Bassas da India (21°28'S. 39°46'E) or E of Ile Europa (22°20'S. 40°20'E),
thence:
11°35’S, 42°50'E (E), thence to destination.
The route E of Ile Europa will encounter less adverse current but is 30 miles longer.
6.39.1
11°35’S, 42°50'E (E), thence:
Through 8°00'N, 52°40'E (P), thence:
69.40
8°00'N, 52°40'E (P), thence
Rhumb line to Karachi.
Distance. Durban – Karachi 3940 NM.
Southbound.
May to September (SW Monsoon)
6.42.1
Route is as follows:
Parallel to the Indian coast to 70°E, thence:
Due S to 15°40'N, 70°00'E (O), thence:
Direct to 10°07'S, 48°05'E (K),
20 miles E of Astove Island (10°041S, 47°43'E), bearing in mind the strong W-going set of the Equatorial
Current in that region, thence:
20 miles SE of Ile Mayotte (12°50'S, 45°10'E).passing W of Iles Glorieuses (11°35’S, 47°20'E) and
Recif du Geyser (12°22’S, 46°25'E), thence:
To 17°00’S 40°20'E (U), on the S-bound track through the Mocambique Channel (6.37.2),
thence:
As at (6.37.2) to destination.
6.37.2
17°00’S 40°20'E (U), thence
25°00'S, 35°30'E (H), thence to destination.
Distance. Karachi -- Durban 4180 miles.

54
October to April (NE Monsoon)
6.42.2
Route is:
Direct to 10°07'S, 48°05'E (K) to join route 6.42.1,
thence:
As at 6.42.1 to destination.
Distance. Karachi--Durban 3920 miles.
b) There are different routes in the North Indian Ocean in different seasons due to the seasonal effects
of the Monsoon system.
During the North-east Monsoon, Oct-Apr:
Westerly current in the North Indian Ocean.
Easterly Equatorial Counter Current in the vicinity of the Equator.
North-east winds, relatively light.
During the South-west Monsoon, May-Sep:

Easterly current in the North Indian Ocean.
Strong Northerly current near the African coast.
South-west winds, particularly strong near the African coast.
There are different routes in the Mocambique Channel because the Mocambique current is stronger on
the West side than the East side.
c) Karachi to Durban.
Jan.
1200 ÷ (16.0 + 0.5) = 72:44
800÷ (16.0 + 1.5) = 45:43
(3920 – 1200 – 800) ÷ 16.0 = 120:00 +72:44 + 45:43 = 238:27
Jul.
300 ÷ (16.0 – 0.5) = 19:21
500 ÷ (16.0 - 1.0 = 33:20
(4180 – 300 – 500) ÷ 16 = 211:15 + 19:21 + 33:20 = 263:56
Difference = 263:56 – 238:27 = 25:29
2. Whilst enroute from Karachi to Durban and in DR position 09°56'S 48°10'E, steering 210°T OOW
obtains following three celestial observations, during the evening twilight. At the time of taking the
sights, southern and western skies had thick cloud cover. Same DR was used to calculate all three
observations.
Ship's time Star True bearing Calculated Altitude True Altitude
1748 Spica 095° T 18°02.2' 17°55.1'
1755 Arcturus 052° T 42°40.7' 42°34.3'
1809 Dubhe 355° T 65°09.5' 64°59.5'
(a) Using Worksheet Q2/Graph paper, calculate the vessel's most probable position at 1800 hrs ship's
time, assuming that there are no random errors in the observations. (25)
(b) Determine the amount of systematic error in each observation. (10)
(c) Discuss the criteria for selection of stars, ideal period of observation for star sights and correct
order of taking these observations to obtain vessel's observed position for a 4 star observation. (10)
a) Transfers:
(18:00 – 17:48) x 16.0 = 3.2 F
(18:00 – 17:55) x 16.0 = 1.3 F
(18:00 – 18:09) x 16.0 = 2.4 B
Intercepts.
CA TA TTA
S 18°02.2' - 17°55.1' = 7.1 A
A 42°40.7' - 42°34.3' = 6.4 A
D 65°09.5' - 64°59.5' = 10.0 A
55
DLat 1.5 N
Dep 0.8 E
MLat = 09 56.0 – 00 01.5 ÷ 2 = 09 55 15

DLon = 0.8 ÷ cos 09 55 15 = 0.812…
AP 09 56.0 S 048 10.0 E

D 00 01.5 N 000 00.8 E
MPP 18:00 09 54.5 S 048 10.8 E
b) Systematic Error, radius of escribed circle, = 9.3 NM towards the bodies.

56
c) Criteria:
Brightest stars are easiest to observe and visible for longer periods of time.
A wide range of bearings gives good angles of intersection between position lines.
Ideally, for a 4 star fix, a pair bearing north and south and a pair bearing east and west.
Moderate altitudes avoid unusual refraction at low altitudes and difficulties of observation at high
altitudes.
Period for observation:
Morning. From midway between Nautical Twilight and Civil Twilight to midway between Civil Twilight
and Sunrise.
Evening. From midway between Sunset and Civil Twilight to midway between Civil Twilight and Nautical
Twilight.
Both the horizon and stars will be visible during these periods.
Order of observation:
Morning:
Dim stars first, as they will cease to be visible first, then brighter stars, which will remain visible longer.
Easterly stars before westerly stars because the eastern horizon will be visible first, and the eastern sky
brightens first, rendering stars invisible.
Evening:
Bright stars first, as they will be visible first, then dim stars as they become visible.
Easterly stars before westerly stars because the eastern horizon will be cease to be visible first, and the
eastern sky darkens first, rendering stars visible.
3. On the return voyage from Durban to Karachi, whilst own vessel is in position 05°42'S 045°36'E, it
receives a request of assistance from another vessel in position 01°54'N 052°12'E. The vessel in
need of assistance is steering a steady course towards landfall position 04°05'S 039°43'E off
Mombasa. It is also maintaining a best speed of 12.0 knots.
(a) Calculate the course being steered by the vessel in need of assistance. (10)
(b) Using Worksheet Q3, determine the course own vessel needs to steer to rendezvous with the
other vessel as soon as possible. (15)
(c) Calculate the time remaining to make the rendezvous. (10)
a)
SV 01 54 N 113.25 N 052 12 E
L 04 05 S 243.54 S 039 43 E
d 05 59 S 356.79 S 012 29 W
d 419 S 749 W
Co = tan-1 (DLon ÷ DMP) = tan-1 (749.0 ÷ 356.79) = 64 31 44.27 = S 64½ W + 180

Co = 244½
AV 05 42 S 340.24 S 045 36 E
SV 01 54 N 113.25 N 052 12 E
d 07 36 N 453.49 N 006 36 E
d 456 N 396 E
TB = tan-1 (DLon ÷ DMP) = tan-1 (396.0 ÷ 453.49) = 41 07 42.1 = N 41 E

TB = 041
b) Plot.
Co = 024.
57
c)
Dis = DLat ÷ cos TB = 456.0 ÷ cos 41 07 42.1 = 605.3864236 NM
T = Dis ÷ Sp = 605.386… ÷ 26.4
T = 22:56.
58
4.
In the adjoining chartlet Worksheet Q(4) in the Indian ocean region only for the month of July,
illustrate and name the following:
(a) Atmospheric pressure and wind distribution; (15)
(b) SIX Ocean currents; (12)
(c) Environmental hazards. (8)
59
5.
Worldwide navigational warning service (WWNWS) has been established through the joint efforts of
International Hydrographic Organisation (IHO) and International Maritime Organisation (IMO).
(a) (i) Outline the main principles and the purpose of WWNWS. (4)
(ii) State the obligation of a Master with regards to WWNWS. (6)
(b) Explain EACH of the following with relevant examples:
(i) NAVAREA warnings; (8)
(ii) Coastal warnings; (6)
(iii) Local warnings. (6)
(c) Outline the principles of EACH of the following:
(i) International safetyNET service; (5)
(ii) Navtex service. (5)
a)
i) The World-Wide Navigational Warning Service (WWNWS), is a co-ordinated global service for the
promulgation of navigational warnings.
Navigational warnings are designed to give the mariner early information of important incidents which
may constitute a danger to navigation.
ii) Masters are required to make arrangements to ensure that all navigational warnings or other matters
relating to safety of life at sea are brought to their notice, or that of the navigating officer on watch at
the time, immediately on receipt.
b)
i) NAVAREA I Warnings contain information concerning principal shipping routes which are necessary for
the mariner to know before entering coastal waters, such as:
a. Failure of and changes to major navigational aids.
b. Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C).
c. Newly discovered wrecks or natural hazards.
d. Areas where SAR or anti pollution operations are taking place (for avoidance of such areas).
e. Seismic surveys and other underwater activities in certain areas.
f. Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities.
ii) United Kingdom coastal warnings (WZ Messages) contain information relating to the principal aids to
navigation and other important hydrographic matters in waters around the British Isles, such as:
a. Casualties to major lights/fog signals, major floating lights and the more important buoys.
b. Drifting mines and derelicts in congested waters when the information is recent and sufficiently
accurate.
c. Large unwieldy tows in congested waters.
d. Dangerous wrecks and new or amended shoal depths.
e. Establishment of salvage buoys in congested waters.
f. Areas where SAR and anti pollution operations are being carried out (for avoidance of such areas).
g. Negative Surges (see Annual Notice No. 15 for details).
h. Irregularities in the transmission of differential corrections to the Global Positioning System (DGPS).
i. New positions of mobile drilling rigs (RIGMOVES).
j. Cable operations or certain other underwater activities.
iii) Local warnings supplement the Coastal warning service by giving detailed information on aspects
which the ocean going vessel normally does not require.
c)
i) SafetyNET is an international automatic direct-printing satellite-based service for the promulgation of
Maritime Safety Information (MSI), navigational and meteorological warnings, meteorological forecasts,
Search and Rescue (SAR) information and other urgent safety-related messages to ships.
ii) Navtex (Navigational Telex) is an international automated medium frequency direct-printing service for
delivery of navigational and meteorological warnings and forecasts, as well as urgent maritime safety
information to ships.
60

All questions refer to a 40,000 GT Bulk carrier operating between Recife, Brazil and North West
European ports.The vessel has a service speed of 15.0 knots.
1. The vessel departs Antwerp, Belgium and after the coastal passage, commences the ocean passage
off Ile d'Quessant from position 48°28'.0 N, 005°23'.0 W bound for Recife in Brazil.
Using Datasheets Q1 (1) and Q1 (2):
(a) identify the recommended route and waypoints that the vessel should use for the above passage;
(6)
(b) calculate the total distance on the ocean passage, from the position off Ile d'Quessant to the
landfall position off Recife; (10)
(c) calculate the initial course on departure off Ile d'Quessant; (10)
(d) calculate the distance that the vessel's intended course would pass due west off the island of
Madeira, which is in position 32°40'.0 N, 017°00'.0 W. (24)
a) Route 2.108
From the English Channel the routes are by great circle passing:
W of Madeira (32°40'N, 17°00'W) to 17°00'N, 25°30' W (A) (6 miles W of Santo Antäo in Arquipélago de
Cabo Verde), thence: Direct to landfall off Recife (8°00'S, 34°40' W)
b)
A IdO 48 28.0 N 005 23.0 W
BA 17 00.0 N 025 30.0 W
DLon 020 07.0 W
PA = 90 – 48 28.0 = 41 32.0
PB = 90 – 17 00.0 = 73 00.0
AB = cos-1 (cos P x sin PA x sin PB + cos PA x cos PB)

Dis = cos-1 (cos 020 07.0 x sin 41 32.0 x sin 73 00.0 + cos 41 32.0 x cos 73 00.0)
Dis = 35 29 08.22 x 60 = 2129.137011 NM
A A 17 00.0 N 025 30.0 W

B R 08 00.0 S 034 40.0 W
DLon 009 10.0 W
PA = 90 – 17 00.0 = 73 00.0
PB = 90 + 08 00.0 = 98 00.0

Dis = cos-1 (cos 009 10.0 x sin 73 00.0 x sin 98 00.0 + cos 73 00.0 x cos 98 00.0)
Dis = 26 35 32.57 x 60 = 1595.542772 NM
Dis = 2129.137011 + 1595.542772 NM = 3724.679783

Dis = 3724.7 NM
c)
A= tan Lat IP ÷ tan DLon = tan 48 28.0 N ÷ tan 009 10.0 = 3.082277656 S
B = tan Lat FP ÷ sin DLon = tan 17 00.0 N ÷ sin 020 07.0 = 0.8889254985 N
C = A ± B = 3.082277656 S - 0.8889254985 N = 2.193352157 S
ICo = tan-1 (1 ÷ (C x cos Lat IP)) = tan-1 (1 ÷ (2.193352157 S x cos Lat 48 28.0)) = 34 30 45.97
ICo = S 34½ W
ICo = 214½
61
d) P
PA = 90 – 48 28.0 = 41 32.0
A = 34 30 45.97
A V
sin mid = cos opp x cos opp V
PV = sin-1 (cos (90 – 34 30 45.97) x cos (90 – 41 32.0)
PV = 22 03 58.99 PV AV
90-P 90-A
sin (90 – PA) = tan (90 – P) x tan (90 – A) 90-PA
P = 90 - tan-1 (sin (90 – 41 32.0) ÷ tan (90 – 34 30 45.97))
P = 62 45 50.57 = DLon AV P
Lon Vn = Lon A ± DLon AV = 005 23.0 W ~ 62 45 50.57 E = 057 22 50.57 E

W V
PW = 90 - 32 40.0 = 57 20 V

sin (90 – P) = tan PV x tan (90 – PW) PV VW
P = 90 - sin-1 (tan 22 03 58.99 x tan (90 - 57 20)) 90-P 90-W
P = 74 56 06.36 W = DLon VW
90-PW
Lon W = Lon V ± DLon VW = 057 22 50.57 E ~ 74 56 06.36 W = 17 33 15.79 W
M 32 40.0 N 017 00.0 W

W 32 40.0 N 017 33 15.79 W
DLon 000 33 15.79 W
Dep = DLon x cos MLat = 33.26308718 x cos 32 40.0 = 28.00169633 NM
Dis Off = 28.0 NM
62
2. At approximately 1550 hrs ship's time on the 28th December, whilst on passage and in DR position
06°30'.0 N, 028°45'.0 W, the OOW obtains the following sight of Sun's Lower limb:
Sextant altitude: 27°21'.4
Chronometer error: 00m 03s (Slow on UTC)
Height of eye: 18.2 m
Index error: 0.5' off the arc
(a) Calculate the intercept and the direction of position line for the above sight. (20)
Earlier at 13h 56m UTC, whilst the Sun was at its Meridian passage the OOW had obtained the
observed Latitude as 07° 18'.9 N. Vessel was steering 200° T at its service speed in the intervening
time between the two sights.
(b) Using the information from the two sights and Worksheet Q2, calculate the observed position of
the vessel at the time of the later observation. (20)
ZT 15:50
TZ 02:00 W + LiT = 028 45.0 ÷ 15 = 01:55
UT 17:50
CT 17:42:13
CE 00:00:03 S +
UT 17:42:16
0000-12-28
GHA S 17 074 34.6 Dec 23 15.7 S
I 42:16 010 34.0 + d 0.1 - 00 00.1 -
Lon 028 45.0 W - Dec 23 15.6 S
LHA 056 23.6
CA = sin-1 (cos 056 23.6 x cos 06 30.0 N x cos 23 15.6 S - sin 06 30.0 S x sin 23 15.6 S)
CA = 27 25 16.5 = 27 25.3
SA 27 21.4
IE 00 00.5 Off +
OA 27 21.9
D 00 07.5 –
AA 27 14.4
TC 00 14.4 +
TA 27 28.8
CA 27 25.3
Int 00 03.5 T
A = tan Lat ÷ tan LHA = tan 06 30.0 N ÷ tan 056 23.6 = 0.07571774764 S
B = tan Dec ÷ sin LHA = tan 23 15.6 S ÷ sin 056 23.6 = 0.5161039057 S
C = A ± B = 0.07571774764 S + 0.5161039057 S = 0.5918216533 S
Azi = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.5918216533 S x cos 06 30.0)) = 59 32 37.44
Azi = S 59½ W + 180
TB = 239½ ± 90
PL 149½ / 329½
T2 17:42:16 UT
T1 13:56 UT
PT 03:46:16
Dis = Sp x T = 15.0 x 03:46:16 = 56.56666667 NM

TP Lat = MP Lat ± DLat = 07 18.9 N – 00 53 09.32 S = 06 25 44.68 N
DLat = AP Lat ~ TP Lat = 06 30.0 – 06 25.7 = 00 04.3 S
63
Dep = 1.5 NM W
DLon = Dep ÷ cos MLat = 1.5 ÷ cos 06 25.7 = 000 01.5 W
OP Lon = AP Lon ± DLon = 028 45.0 W + 000 01.5 W =028 46.5 W
OP 06 25.7 N 028 46.5 W
64
3. On the return voyage from Brazil, the vessel has to discharge its cargo at the port of Boom (1539c)
(United Kingdom & Ireland, Tide tables). On the way to the berth, the vessel has to pass over a shoal
patch, which is a concern to the master due to the vessel's draft. Company policy requires that a
minimum UKC of 0.5m plus 10% of the deepest draft must be maintained at all times. Vessel's draft is
10.0m Forward and 11.0 m Aft. The charted depth of the shoal patch is 9.3m.
Using Worksheet Q3:
(a) calculate the latest time on the morning of 13th February that the vessel should pick up the pilot
to safely clear the shoal, which the vessel would encounter 1 hour and 20 minutes from the pilot
station; (24)
(b) calculate the next earliest time that the vessel can pick up the pilot if it is unable to arrive by
the latest time calculated in (a) above; (10)
(c) state the THREE reasons other than meteorological factors due to which, the predicted and
observed UKC experienced by the vessel may be different. (6)
UKC = 0.5 + 11.0 x 0.1 = 1.6 m

Depth = 11.0 + 1.6 = 12.6 m
HoT = Depth – CD = 12.6 – 9.3 = 3.3 m 3.3
11.0
2P Boom 1539c 9.3
SP Antwerp 1539 1.6
D 02-13
HoT 3.3 m
? Latest Time, Ebb.
T H
HW LW HW LW R
SPP 03:31 10:02 5.0 0.3 4.7
-SCSP 0.0 0.0
SPU 5.0 0.3
D 01:14 01:53 0.2 0.3
2PU 5.2 0.6
+SC2P 0.0 0.0
SPP 04:44 11:55 5.2 0.6
00:00 03:31 05:00

+01:25 ? +01:10
01:25 + (03:31 – 00:00) ÷ (05:00 – 00:00) x (+01:10 - +01:25) = +01:14
06:00 10:02 12:00

+01:50 ? +01:55
01:50 + (10:02 – 06:00) ÷ (12:00 – 06:00) x (01:55 – 01:50) = +01:53
5.8 5.0 4.2

-0.2 ? +0.6
-0.2 + (5.0 – 5.8) ÷ (4.2 – 5.8) x (+0.6 - -0.2) = +0.2
1.0 0.3 0.0

-0.4 ? +0.6
-0.4 + (0.3 – 1.0) ÷ (0.0 – 1.0) x (+0.6 - -0.4) = +0.3
65
(4.7 – 3.2) ÷ (5.8 – 3.2) = 0.6
Int +02:47
HW 04:45
T 07:32
PT 01:20
ETD 06:12
66
b)
T H
LW HW LW HW R
SPP 10:02 15:45 0.3 5.2 4.9
-SCSP 0.0 0.0
SPU 0.3 5.2
D 01:53 01:14 0.3 0.1
2PU 0.6 5.3
+SC2P 0.0 0.0
SPP 11:55 16:59 0.6 5.3
06:00 10:02 12:00

+01:50 ? +01:55
01:50 + (10:02 – 06:00) ÷ (12:00 – 06:00) x (01:55 – 01:50) = +01:53
12:00 15:45 17:00

+01:25 ? +01:10
01:25 + (15:45 – 12:00) ÷ (17:00 – 12:00) x (+01:10 - +01:25) = +01:14
1.0 0.3 0.0

-0.4 ? +0.6
-0.4 + (0.3 – 1.0) ÷ (0.0 – 1.0) x (+0.6 - -0.4) = +0.3
5.8 5.2 4.2

-0.2 ? +0.6
-0.2 + (5.2 – 5.8) ÷ (4.2 – 5.8) x (+0.6 - -0.2) = +0.1
(4.9 – 3.2) ÷ (5.8 – 3.2) = 0.7

Int -02:03
HW 16:59
T 14:56
PT 01:20
ETA 13:36
c)
Charted Depth incorrect due to scouring / silting.
Squat, as vessel is not stationary.
Dynamic change of Trim, as vessel is not stationary.
Errors of echo sounder.

Drafts different from those used in planning due to errors in weight amounts / positions.
Drafts different from those used in planning due to water density difference.
67
68
4. Enroute, Master receives a request from MRCC to participate in a search and rescue operation.
(a) State FIVE factors to be considered when choosing a vessel to act as on scene co-ordinator (OSC)
during search and rescue operations. (10)
(b) Describe the preparations and decisions to be made by the Master, whilst the vessel is proceeding
to the search area. (10)
(c) State FIVE factors that need to be taken into account when selecting a search pattern for SAR
operations at sea. (10)
a) Communications facilities of the vessel, GMDSS and Inmarsat.

Experience and training of the Master and crew.
ETA at the datum position. First vessel to arrive is OSC until relieved.
Language capability.
Sea keeping qualities of the vessel with regard to the situation.
Number of crew.
Constraints of fuel and legal factors such as Charter Party.
b) Proceeding to the area of distress

Establish a traffic co-ordinating system among vessels proceeding to the same area of distress.
Maintain, if possible, AIS data and active radar plots on vessels in the general vicinity.
Estimate the ETAS to the distress site of other assisting vessels.
Assess the distress situation to prepare for operations on-scene.
A vessel en route to assist a distressed craft should prepare for possible SAR action on scene, including
the possible need to recover people from survival craft or from the water. LSA and medical facilities.
Masters of vessels proceeding to assist should assess the risks they may encounter on scene, including the
risks such as those associated with leaking cargo, etc.
Information should be sought as necessary from the distressed craft and/or from the RCC.
Inform staff and crew of situation and intentions.
Check navigation equipment.
c) Accuracy of Last Known Position and Datum.

Type of object of search; person in the water, liferaft, vessel, aircraft, etc.
Current / tide direction and rate.
Wind direction and force, leeway made by objects.
Sea state.
Visibility.
Time to arrival at Datum Position of different facilities…
Number of facilities participating.
Characteristics of facilities, aircraft, surface vessels…
69
5.Vessels on transoceanic passages have choice of multiple systems for monitoring the vessel's
position at different stages of the passage.
Discuss the availability, accuracy and sources of error in EACH of the following position fixing
systems:
(a) Global Navigation Satellite Systems (GNSS); (10)
(b) Celestial observations; (15)
(c) Radar. (15)
Availability, accuracy and sources of error (both Random and Systematic)

a) GNSS.
Availability.
Latitudes within system limits.
Continuously.
Accuracy.
<100m , <10m if DGPS available.
Sources of Random Error.
Solar storms varying ionisation of upper atmosphere.
Malicious or accidental signal interference.
Input errors from ground stations.
Low number of satellites above the horizon.
Damage to satellites due to extreme solar radiation.
Sources of Systematic Error.
Input error from ground stations.
b) Celestial.
Availability.
When cloud cover permits and the horizon is visible.
Twilight, planets and stars.
Daytime, Sun, Moon, Venus, Jupiter.
Throughout when cloud cover permits and an artificial horizon is available, all objects.
Accuracy.
Approximately 1 NM in good conditions.
Variations in refraction affecting the horizon or objects observed.
Observational errors by the observer.
Incorrect course and / or speed applied when transferring position lines.
Sextant errors.
Chronometer error.
Errors in extraction of data.
c) Radar.
Availability.
When in radar range of land with identifiable features which can be related to charts.
Land within 15 NM for accuracy.
Features suitable for measurement of bearings and ranges.
Accuracy.
In good conditions:
Ranges ±0.1 NM
Bearings ±1°.
Misidentification of features.
Observation errors.
Inaccurate transfer of bearings due to unknown current / leeway.
Inaccurate charting of features.
Inaccurate measurement of radar ranges and bearings.
Compass errors.
Incorrect course and / or speed applied when transferring bearings.
Unknown errors in radar ranges and bearings.
70
.SCOTTISH QUALIFICATIONS AUTHORITY
MARKERS REPORT FORM
PART I
SUBJECT: 032-73 Navigation
DATE: 15th February 2018 General Comments on Examination Paper
The paper tested candidates on many basic elements of the syllabus. Majority of candidates did not
demonstrate good understanding and competence in these areas.
Candidates continue to make elementary errors which led to completely wrong answers, which should be
easily apparent to candidates at this level, if they have clear grasp of the principles.
Question 1.
(a) This part was well answered by most barring a few, who did not list the intermediate waypoint along
the route.
(b) Most candidates answered this part well too but quite few took a direct GC route from departure to
landfall position and completely ignored the intermediate waypoint ‘A’, even though they had identified
it in (a) above. For the second leg, a GC as well as the Rhumbline route were considered acceptable.
Many candidates while using the R/L route subtracted the meridional parts between the initial and final
latitudes instead of adding them to obtain the DMP. A very basic error considering that Initial and final
latitudes were in different hemispheres.
(c) Most candidates again answered this part well, but many made error in naming the initial course,
which meant that they obtained the initial course in NW quadrant. A quick look at the route on the
chartlet on the datasheet would have alerted the candidates to this error! Candidates were not penalised
in this part and for part (d) if they took a direct GC route from start to finish.
(d) Many candidates were able find the correct latitude of the vertex for the start of this part but many
named the d’long to the vertex wrongly. A large majority of candidates did not know how to calculate
the distance due east/west of the island. Of those who managed to calculate the d’long, many did not
convert it to Departure. Many candidates jumbled up the formulas which they had memorised to get
completely wrong answers. Very little evidence of the use of Napier’s circle/rules.
Question 2.
(a) This part of the question was generally well answered. Some of the candidates named part A & B of
the four part formula wrongly to get the wrong true bearing, while others added the two parts of the
Cosine formula, instead of subtracting them. Other common errors were clerical errors in calculation.
(b) Very few candidates knew how to answer this part. The candidates appear to have very little
understanding of how to run a celestial position line. Candidates were running the course the wrong way/
wrong duration/ wrong DR etc. The handful of candidates who managed to calculate run correctly did
not know how plot the position lines (lack of correct reference point).
Question 3.
(a) Generally well answered but large amount of candidates continue to make some basic errors such as:
calculating the wrong HoT required, using the wrong tide data from the tables, serious errors in
interpolations, plotting the tidal heights wrongly on the curve etc. Many candidates did not interpolate
between the spring and the Neap curves. Many others forgot to factor in 1 hour 20 minutes in their
answer or applied it the wrong way!
(b) Not many candidates answered this part correctly. Many chose the wrong tide completely or
completed the plot on the ebb side of the curve, rather than the flood side. Basic errors listed in part (a)
were also repeated.
(c) Majority of candidates listed mostly the meteorological factors as the reasons in their answer, when
the question clearly asked for factors other than the meteorological factors.
Question 4.
(a) This part was moderately well answered, however large amount of candidates wrongly listed
LSA/Medical capabilities as being factors in the choice of OSC. Many listed more than 5 factors. Only the
first 5 were marked.
(b) This part was generally well answered.
(c) This part was again generally well answered, but again candidates listed few factors that weren’t
relevant to the choice of search pattern. Here again many candidates listed more than 5 factors, but only
the first 5 were marked.
71
Question 5.
Majority of candidates did not answer this question well enough. The question asked the candidates to
‘discuss’ ‘three’ aspects for each of the 3 position fixing methods. Many candidates just ‘listed’ 1 or 2 of
the aspects asked for in the question and many others were far too brief or incomplete in their answers.
(a) This was the best answered part amongst the 3.
(b) Examples of incomplete answers: ‘Celestial observations is available 5 times a day’, without any
further discussion of what these 5 times maybe or what celestial bodies might be available during these
times. ‘There would be systematic/ Random errors which might affect the observations’, without
actually discussing, as to what these errors might be. Most didn’t list that clear visibility of the celestial
body, as well as the horizon is the key to availability.
(c) Examples of some answers: ‘Radar position fixing is not available when at sea’, without stating, as to
when the observations might actually be available. There was little mention of Radar conspicuous land
marks in the availability or errors section. Some stated that the Radar observations could be available up
to 50 miles from shore, while others stated that speed input errors to Radar could affect the position
fixing accuracy.
72
SQA NAVIGATION 2017-11-30
All questions refer to a General cargo vessel operating between South American ports and Southern
Pacific islands. The vessel has a service speed of 14.5 knots.
The vessel is chartered to make series of voyages between Apia, Samoa and Valparaiso, Chile.
1. Using Datasheets Q(1) and Q1(2):

(a) describe the listed recommended routes between Apia and Valpraiso including the waypoints
along EACH route; (8)
(b) state the reasons for the different recommended routes listed; (8)
(c) calculate the difference in distances between the TWO listed routes, stating which route is
longest; (14)
(d) calculate the final course on the route from Apia to Valparaiso; (8)
(e) calculate the position of the vertex on the route from Apia to Valpraiso. (12)
a) 7.228.3, 7.225.
East bound.
Apia 13 47 S 171 45 W,
Great Circle,
Close to:
Rarotonga (21 10 S, 159 47 W),
dangers SE of Iles Australes (23 00 S, 151 00 W),
Ile Rapa (27 37 S, 144 17 W),
Marotiri Islands (27 55 S, 143 30 E).
Valparaiso 33 02 S 071 37 W.
West bound.
Valparaiso 33 02 S 071 37 W.
Great Circle,
Close S of Archipiélago de Juan Fernandez (33 40 S, 078 50 W)
S 30 00 S 120 00 W
7.225 Parallel Sailing,
R 30 00 S 139 00 W,
Great Circle,
Apia 13 47 S, 171 45 W
b)
East bound.
Away from adverse SE Trade Winds.
Westerlies are following winds.
Possible favourable current.
Shortest route.
West bound.
SE Trade Winds are favourable.
Light winds probable in vicinity of Sub Tropical Anticyclone.
Lower probability of adverse current.
Greater distance offset by favourable conditions.
c)
East bound
Api 13 47 S 171 45 W
Val 33 02 S 071 37 W
d 100 08 E
PA= 90 – 13 47 = 76 13
PB = 90 – 33 02 = 56 58
73
Dis = cos-1 (cos P x sin PA x sin PB + cos PA x cos PB)
Dis = cos-1 (cos 100 08 x sin 76 13 x sin 56 58 + cos 76 13 x cos 56 58) = 90 45 58.88 x 60
Dis = 5446.0 NM
West bound
Val 33 02 S 071 37 W
S 30 00 S 120 00 W
d 048 23 E
PA = 90 – 33 02 = 56 58
PB = 90 – 30 00 = 60 00
Dis = 2459.8 NM
S 30 00 S 120 00 W
R 30 00 S 139 00 W
d 019 00 W x 60
1140 W
Dis = DLon x cos MLat = 1140 x cos 30 00 = 987.2689603 NM
R 30 00 S 139 00 W
Api 13 47 S 171 45 W
d 032 45 W
PA = 90 – 30 00 = 60 00
PB= 90 – 13 47 = 76 13
Dis = 2055.5 NM
Dis Api R S Val = 2459.8 + 987.3 + 2055.5 = 5502.6 NM
Dif = 5446.0 ~ 5502.6 = 56.6 NM

Westbound Route is longer.
d)
ICo Val – Api
A = tan Lat IP ÷ tan DLon = tan 33 02 ÷ tan 100 08 = 0.1162148355 S
B = tan Lat FP ÷ sin DLon = tan 13 47 ÷ sin 100 08 = 0.2492024545 S
C = A ± B = 0.116… S + 0.249… S = 0.3654172901 S
ICo Val – Api = tan-1 (1 ÷ (C x cos Lat IP)) = tan-1 (1 ÷ (0.365… x cos 33 02)) = 72 58 03.41 = S 73 W
FCo = N 73 E = 073 T
e)
sin PV = cos (90 – B) x cos (90 – PB) V B
PV = sin-1 (cos (90 – 72 58 03.41) x cos (90 – 56 58))
PV = 53 16 53.46 ~ 90
Lat V = 36 43.1 S P
V
sin (90 – PB) = tan (90 – P) x tan (90 – B)
PV BV
tan (90 – P) = sin (90 – PB) ÷ tan (90 – B)
P = 90 – tan-1 (sin (90 – 56 58) ÷ tan (90 – 72 58 03.41)) 90-P 90-B
P = DLon BV = 29 20 05.98 W + 071 37 W
Lon V = 100 57.1 W 90-PB
74
2. Tropical revolving storms (TRS) are common at certain times of the year in the southern Pacific
ocean.
(a) State the most probable months when a TRS may be encountered in Southern Pacific ocean. (4)
(b) Draw a plan view of a TRS in Southern Pacific ocean. (9)
(c) Outline the warning signs of an approaching TRS. (7)
(d) Explain how on board observations of wind and air pressure can be used to determine the vessel's
position relative to the storm centre. (6)
The following weather observations are taken on board when vessel is already in the influence of the
storm: Wind force 9 and veering, while pressure is rapidly falling.
(e) (i) State the vessel's position in relation to the storm centre. (2)
(ii) State the action a prudent master should take to avoid the worst effects of the storm. (5)
(iii) State the dangers associated in taking such an action. (2)
a) December to April, most frequent January to March.
b)
Navigable Semicircle
Tropical Revolving Storm

Southern Hemisphere
Track
Eye
Path
Vortex
Right
Dangerous
Quadrant
Left
Rear
Trough Line
Advance
Vertex
c)
Swell.
Long, initially low, swell in addition to normal Trade Wind swell.
The swell approaches from the direction of the storm.
Atmospheric pressure.
Diurnal Variation ceases and pressure decreases.
Decrease of sea level pressure, corrected for diurnal variation, by more than 3 hPa below normal for the
area and season, indicates probability of TRS presence.
Wind
Increasing wind speed and probably variation from the normal direction for the area and season.
Clouds
Cirrus clouds increasing in density may be visible 300 to 600 NM from the storm and are followed by
Cumulonimbus clouds.
Visibility
Exceptionally good visibility may exist in the vicinity of a Tropical Revolving Storm.
75
d) Preferably with the vessel hove to so that vessel movement does not influence the observations.
Wind:
Application of Buys Ballot’s Law will indicate the direction of the storm centre.
Wind speed gives an indication of the distance from the storm centre.
Veering indicates observer is to the right of the Path / Track.
Steady indicates observer is on or close to the Path / Track.
Backing indicates observer is to the left of the Path / Track.
Pressure:
Decrease in atmospheric pressure from normal gives an indication of the distance from the storm.
Decreasing indicates observer is in Advance of the Trough Line.
Increasing indicates observer is to the Rear of the Trough Line.
Steady indicates observer is in on the Trough Line, or that the storm is stationary.
(Southern Hemisphere:
Advance Left quadrant is Dangerous Quadrant, Right semicircle is Navigable Semicircle.)
e) i) The vessel is in the Advance Right Quadrant, in the Southern Hemisphere this is in the Navigable
Semicircle.
ii) Steam with the wind on the Port Quarter;
At maximum speed;
Altering Course to maintain the relative wind direction;
Monitoring weather to confirm that the action is having the expected effect, or detect a change in
circumstances and the need for a change of action.
iii) Heavy rolling, pitching, yawing, broaching, shipping seas astern.
3. On passage to Valparaiso, the vessel is scheduled to pass close to a small rocky outcrop with
numerous low lying reefs to the north of this rock. Just before arriving to this area, the vessel
encounters heavy rain, which severely restricts the visibility. Systematic plot of all the targets in the
vicinity is commenced at 2020 hrs for a period of next 15 minutes and shown on Worksheet Q3.
Target A is known to be the above mentioned rock and target B is a vessel.
Own vessel is steering 100° T at the reduced speed of 12.0 knots.
Complete the Radar plot on the Worksheet Q3:
(a) determine the set and rate of current affecting the vessel; (4)
(b) prepare a full report for target B and analyse the situation; (10)
(c) determine the new speed required by own vessel at 2035 hrs to obtain a CPA of 1.5 Miles with
target B; (8)
(d) justify your action in (c) above, as per rule 19 of IRPCS and good practice of seamanship; (8)
Own vessel decides to resume the speed back to 12.0 knots at the point when target B is bearing
120° T;
(e) calculate the time that target B would be at the bearing 120° T having taken action the action as
per (c) above; (7)
(f) determine the new course own vessel would need to steer to pass to the southwards of the rock
while maintaining a CPA of 2.0 miles.(8)
a) WO = SP x T = 12.0 x 00:15 = 3.0

Set 343
Drift 0.8 NM
Rate = AW ÷ T = 0.8 ÷ 00:15 = 3.2 kn
b)
Bearing 237, Steady.
Range 3.9 NM, decreasing.
CPA 313 x 0.1 NM, collision.
TtCPA = AP ÷ WA x T = 3.9 ÷ 2.4 x 00:15 = 00:24
TCPA = T0 + TtCPA = 20:35 + 00:24 = 20:59
Course 080
Speed = WA ÷ T = 5.0 ÷ 00:15 = 20.0 kn
Aspect = Co ~ RLB = 080 – 057 = R 023
76
77
Target B
Starboard Quarter,
Overtaking,
Collision course.
c) Speed Required = WO’ = 0.0 kn.
d) Every vessel shall have due regard to the prevailing circumstances; An alteration of course towards a
vessel abeam or abaft the beam is to be avoided.
Target B is on the starboard quarter.
Alteration of course to port is permitted.
The presence of the reef to port and the set of the current precludes an alteration to port.
A reduction of speed is permitted.
Reduction to zero is required to achieve the stated CPA.
e) T = AP ÷ WA x T = 5.4 ÷ 5.0 x 00:15 = 00:16

TP = T0 + T = 20:35 + 00:16 = 20:51
f) AP = TP ÷ T x WA = 00:16 ÷ 00:15 x 0.8 = 0.9

Course = 118
4. On the return voyage from Valparaiso, charterers divert the vessel to nearby port of Iles Wallis (Ile
Urea) (6739), Pacific and Atlantic Ocean Tide Tables, due to unavailability of berth at Apia.
(a) Calculate times and heights of high and low water on AM Flood tide on the 11th February. (12)
On the way to the berth, vessel has to pass over a shoal with a charted depth of 7.2 m. Company SMS
stipulates that a minimum UKC of 10% of the deepest draft must be maintained at all times. Vessel's
arrival draft will be 8.0 m.
(b) Using Worksheet Q4, find the earliest time the vessel can safely cross the shoal while complying
to company SMS. (28)
2P Iles Wallis 6739

SP Puerto Montt 9700
D 02-11 AM Flood
? LW HW
PM HW 11 19:04
D -08:155
IW HW 11 10:49
T H
LW HW LW HW
SPP 12:19 19:04 2.7 4.6
-SC Neg Neg
SPU 2.7 4.6
D -08:15 -08:15 -2.0 -3.2
2PU 0.7 1.4
+ SC Neg Neg
2PP 04:04 10:49 0.7 1.4
2.4 2.7 0.7

-1.8 ? -0.4
-1.8 + (2.7 – 2.4) ÷ (0.7 – 2.4) x (-0.4 - -1.8) = -2.0
6.5 4.6 4.7

-4.8 ? -3.3
-4.8 + (4.6 – 6.5) ÷ (4.7 – 6.5) x (-3.3 - -4.8) = -3.2
78
Waterline
Draft 8.0 HoT 1.6
Keel CD
UKC 0.8
Charted Depth 7.2
Sea Bed
HoT = 8.0 + 0.8 -7.2 = 1.6

HW 1.4
HW is insufficient for entry.
MHWS MHWN
SPU 6.5 4.7
D -4.8 -3.3
2PU 1.7 1.4
- SC2P Neg Neg
2PP 1.7 1.4
MHWS MHWN
SPU 6.5 4.7
-SCSP Neg Neg
SPP 6.5 4.7
2P 1.7 1.6 1.4

SP 6.5 ? 4.7
6.5 + (1.6 – 1.7) ÷ (1.4 – 1.7) x (4.7 – 6.5) = 5.9
Require 5.9 at SP
Next tide 16 00:33 6.4

Seasonal Changes are unchanged.
T H
LW HW LW HW
SPP 15 18:20 16 00:33 1.4 6.4
-SC Neg Neg
SPU 1.4 6.4
D -08:15 -08:15 -1.0 -4.7
2PU 0.4 1.7
+ SC Neg Neg
2PP 15 10:05 15 16:18 0.4 1.7
LW 10:05
D 06:13
2.4 1.4 0.7

-1.8 ? -0.4
-1.8 + (1.4 – 2.4) ÷ (0.7 – 2.4) x (-0.4 - -1.8) = -1.0
6.5 6.4 4.7

-4.8 ? -3.3
-4.8 + (6.4 – 6.5) ÷ (4.7 – 6.5) x (-3.3 - -4.8) = -4.7
Curves
HW 15 16:18
I -01:10
T 15 15:08
79
80
5. The master of every vessel is required to compile a set of Standing Orders.
(a) Describe the context and content of Master's Standing Orders. (14)
(b) State the factors to be considered when compiling a set of Master's Standing Orders for EACH of
the following:
(i) Operating in Heavy weather; (8)
(ii) Operating in restricted visibility. (8)
a) Context.
In the International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM
Code) one of the Master’s responsibilities is to “issue appropriate orders in a clear and simple manner”,
with regard to Navigation.
The Master complies with the responsibility by compiling appropriate Standing Orders which must be read
and signed by watchkeeping officers.
The Master’s Standing Orders are specific to the vessel and supplement official publications such as
STCW, Bridge Procedures Guide and Company ISM manuals and set out for OOWs the actions to be taken
in particular circumstances.
The trading pattern, ship type and manning scale must be considered.
Content.
Standing Orders:
Set out the circumstances in which the Master requires to be called.
Establish the responsibilities of the officers.
Minimise the probability of error endangering the vessel.
Establish practices of monitoring performance.
Establish procedures for the transfer of responsibility for the navigational watch.
Lay down ground rules for the conduct of the officers in various circumstances, restricted visibility,
heavy weather, ice navigation, ocean passages, coastal passages, pilotage, anchored...
Reinforce particular procedures which the Master requires to be followed, manning levels, compliance
with COLREGS, setting and use of navigation aids, margins of safety, acceptable CPAs…
b) i) Heavy weather.
Informing the Master.
Safety of personnel.
Watertight integrity of the hull.
Security of items on deck and inside the hull.
Stability.
ii) Reduced visibility.

Informing the Master.
Compliance with COLREGS.
Appropriate speed.
Engines, readiness to reduce speed.
Noise reduction.
Watertight integrity, closing watertight doors.
81

A 15000 GT cargo vessel with a service speed of 15.6 knots, is to undertake the passage from
Boston, Massachusetts, USA to Belfast, Northern Ireland in June.
1. A vessel plans to make a landfall 5 miles North of Inishtrahull at the end of the ocean passage.
Using Datasheets Q1 (1), (2), (3) and (4)
(a) Identify the recommended route and list waypoints to be used for this passage. (7)
(b) Calculate the total distance from Boston to the landfall position off Inishtrahull. (10)
(c) Calculate the final course on arrival off Inishtrahull. (10)
(d) Find the position of the vertex nearest to the landfall position Inishtrahull.(15)
(e) Calculate the ETA (standard time) at landfall position if the vessel departs from Boston (standard
time) on 16th June at 2000 hrs. (8)
a) 2.68 Avoiding the hazards of the Grand Banks.

2.68.3a Boston to BS. Great Circle.
2.69.5a BS to 5 NM N of Inistrahull. Great Circle.
Boston 42 20 N 070 46 W
BS 42 30 N 050 00 W
Inistrahull 55 31 N 007 15 W
b) Boston – BS
DLon = 070 46 W – 050 00 W = 020 46 E
PA = 90 – 42 20 = 47 40
PB = 90 – 42 30 = 47 30
Dis = cos-1 (cos DLon x sin PA x sin PB + cos PA x cos PB)

Dis = 15 17 37.12
BS - Inistrahull
DLon = 050 00 W – 007 15 W = 042 45 E
PA = 90 – 42 30 = 47 30
PB = 90 – 55 31 = 34 29
Dis = cos-1 (cos DLon x sin PA x sin PB + cos PA x cos PB)

Dis = 30 17 56.12
Dis = (15 17 37.12 + 30 17 56.12) x 60 = 2735.554051 NM

Dis = 2735.6 NM
c) ICo BA
Inistrahull 55 31 N 007 15 W
BS 42 30 N 050 00 W
d 042 45 W
A = tan Lat F ÷ tan DLon = tan 55 31.0 ÷ tan 042 45 = 1.575001192 S

B = tan Lat T ÷ sin DLon = tan 42 30.0 ÷ sin 042 45 = 1.349926588 N
C = A ± B = 1.575…S - 1.349… N = 0.2250746043 S
Co BA = tan-1 (1 ÷ (C x cos Lat F)) = tan-1 (1 ÷ (0.225… x cos 55 31.0)) = 82 44 16.64
ICo BA = S 82½ W
FCo = N 82½ E
FCo = 082½
82
d) PB = 90 – 55 31 = 34 29 P
B = 82 44 16.64

B V
sin PV = cos (90 – B) x cos (90 – PB) V
PV = sin -1 (cos (90 – 82 44 16.64) x cos (90 – 34 29))
PV = 34 10 05.69 ~ 90 = 55 49 54.31
Lat V = 55 49.9 N PV BV
90-P 90-B
sin (90 – PB) = tan (90 – P) x tan (90 – B) 90-PB
tan (90 – P) = sin (90 – PB) ÷ tan (90 – B)
P = 90 – tan-1 (sin (90 – 34 29) ÷ tan (90 – 82 44 16.64))
P = 008 47 16.67 E = DLon BV
Lon V = Lon B ± DLon BV = 007 15 W – 008 47 16.67 E = 001 32 1.67 E

Lon V = 001 32.3 E
e)
ETD 06 16 20:00 ST
TD 05:00 +
ETD 06 17 01:00 UT
PT 07 07:22 2735.6 NM ÷ 15.6 kn
ETA 06 24 08:22 UT
TD 00:00
ETA 06 22 08:22 ST
Daylight Saving Time is kept in Massachusetts and UK on these dates.

Standard Time is specified.
2. On the Morning 21st June, whilst in DR position 51°28'.0 N, 027°25'.0 W, at about 0939 hrs ship's
time, OOW obtains the following sight of the Sun:
Sextant altitude of the Sun's lower limb: 50°46'.3
Index error: 2'.0 off the arc
Height of eye of the observer: 15.7 m
(a) Find the intercept of the Sun and the direction of the position line. (20)
Subsequently at 1427 hrs (UTC), the sextant altitude of the Sun's lower limb at the time of its
Meridian Passage was 61°46'.0
Vessel was steering 080° T at its service speed, in the time between the two sights.
(b) Using the information from the two sights and Worksheet Q2, find the vessel's observed position
at 1427 hrs (UTC). (20)
Ship Time 09:39

LiT 01:50 W + 027 25.0 ÷ 15
UT 11:29
ZT 09:39
TZ 02:00 W +
UT 11:39
CT 11:28:44
CE 00:00:03 F –
UT 11:28:41
(Vessel is keeping Local Mean Time, not Zone Time.)
83
GHA 06-21 11 344 34.8 Dec N 23 26.4
Inc 28:41 007 10.3 d 0.0 00 00.0
Lon 027 25.0 W - Dec N 23 26.4
LHA 324 20.1
CA = sin-1 (cos 324 20.1 x cos 51 28.0 x cos 23 26.4 + sin 51 28.0 x sin 23 26.4)
CA = 50 51.2
SA 50 46.3
IE 00 02.0 Off +
OA 50 48.3
D 00 07.0 -
AA 50 41.3
TC 00 15.2 +
TA 50 56.5
CA 50 51.2
Int 00 05.3 T
A = tan Lat ÷ tan LHA = tan 51 28.0 ÷ tan 324 20.1 = -1.749707169 = 1.749707169 S
B = tan Dec ÷ sin LHA = tan 23 26.4 ÷ sin 324 20.1 = -0.7426265419 = 0.7436265419 N
C = A ± B = 1.749707169 S - 0.7436265419 N = 1.006080627 S
Az = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (1.006080627 x cos 51 28.0)) = 57 55 20.09 = S 58 E ~ 180
TB = 122 ± 90
PL 032 / 212
b)
Dec 14:00 N 23 26.4
d 0.0 27 00 00.0
Dec N 23 26.4
SA 61 46.0
IE 00 02.0 Off +
OA 61 48.0
D 00 07.0 -
AA 61 41.0
TC 00 15.4 +
TA 61 56.4 S
90
TZD 28 03.6 N Z
Z
Dec 23 26.4 N+ X ZD
Lat 51 30.0 N Q X Lat
Dec
OPT 14:27:00 UT Q
OT 11:28:41 UT
PT 02:58:19
Dis = Sp x Tim = 15.6 x 02:58:19 = 46.36233333 NM

DLat = Dis x cos Co = 46.36233333 x cos 80 ÷ 60 = 00 08 03.04 N
MLat = Lat A ± DLat ÷ 2 = 51 28.0 N + 00 08 03.04 N ÷ 2 = 51 32 01.52 N
Dep = Dis x sin Co = 46.36233333 x sin 80 = 45.65798531 NM
DLon = Dep ÷ cos MLat = 45.65798531 ÷ cos 51 32 01.52 ÷ 60 = 001 13 23.93 E
AP 51 28.0 N 027 25.0 W

d 00 08.1 N 001 13.4 E
TP 51 36.1 N 026 11.6 W
MP 51 30.0 N
Int 00 06.1 S
84
(MP 12:02 UTG
LiT 01:45 W + 026 11.6 ÷ 15
MP 13:47 UT)
Plot
Dep = 2.4 E
DLon = Dep ÷ cos MLat = 2.4 ÷ cos 51 30.0 ÷ 60 = 000 03 51.32 E
TP 51 36.1 N 026 11.6 W

D 00 06.1 S 000 03.9 E
OP 51 30.0 N 026 07.7 W
85
3. On Worksheet Q3 (Atlantic ocean chartlet) for a voyage in June, between 20°S and 60°N,
illustrate and name the following:
(a) the pressure distribution over the ocean; (6)
(b) the associated wind distribution; (12)
(c) any EIGHT main ocean currents; (16)
(d) the approximate location of the environmental hazards. (6)
North Atlantic Drift

Labrador
Mid Latitude Low
Icebergs
Fog
Westerlies Azores
Portugal
North Atlantic
Gulf
Stream
Sub Tropical Anticyclone High
Canaries
Bahamas
Northeast Trades
ITCZ Low North Equatorial

Caribbean
Guiana Doldrums Variable
Equatorial Counter
South Equatorial
Southeast Trades
Brazil
86
4. At 1000 hrs UTC on the 23rd June, whilst in position 54°40'.0N, 010°18'.0W, own vessel receives
a request for assistance from vessel in position 53°10'.0N 013°24'.0W. The vessel in need of
assistance is heading to the nearest port whilst steering a course of 120° T and maintaining a speed
of 12.0 knots.
It is agreed that own vessel will alter course to rendezvous with the other vessel.
Using Worksheet Q4, find EACH of the following:
(a) course to steer by own vessel to rendezvous as soon as possible; (15)
(b) the time of Rendezvous; (10)
(c) the time remaining to sunset after the Rendezvous. (10)
SV 53 10.0 N 013 24.0 W

AV 54 40.0 N 010 18.0 W
d 01 30.0 N 003 06.0 E
d 90.0 N 186.0 E
MLat = (Lat A ± Lat B) ÷ 2 = (53 10.0 + 54 40.0) ÷ 2 = 53 55.0 N

Dep = DLon x cos MLat = 186.0 x cos 53 55.0 = 109.5468014 NM E
TB = tan-1 (Dep ÷ DLat) = tan-1 (109.5468014 ÷ 90.0) = N 50 35 40.62 E
TB = 050.6
Dis = √(DLat2 + Dep2) = √(90.02 + 109.54680142) = 141.7762381 NM
a) Plot
Co = 185
b) T = Dis ÷ SP = 141.7762381 ÷ 15.2 = 09:19:38.58

Start 10:00 UT
PT 09:20
RV 19:20 UT
c) Dis = Sp x Tim = 12.0 x 09:05:17.59 = 109.0586333 NM

DLat = Dis x cos Co = 109.0586333 x cos 120 ÷ 60 = 00 54 31.76 S
MLat = Lat A ± DLat ÷ 2 = 53 10.0 – 00 54 31.76 ÷ 2 = 52 42 44.12 N
DLon = Dep ÷ cos MLat = 94.44754694 ÷ cos 52 42 44.12 ÷ 60 = 002 35 54.05 E
SV 53 10.0 N 013 24.0 W

d 00 54.5 S 002 35.9 E
RV 52 15.5 N 010 48.1 W
SS
54N 22 20:36 25 20:36
52 N 22 20 24 25 20:24
T1 00:01 00:01 2, 00 15.5, 00:12
52 15.5 22 20:25 25 20:25
23 20:25 UTG
LiT 00:43 W + 010 48.1 W ÷ 15
SS RV 23 21:08 UT
ETA RV 23 19:05 UT
TR 02:03
87
88
5. Vessels engaged on passages through North Atlantic may encounter icebergs at certain times of
the year.
(a) State the generally accepted months that the icebergs may be encountered in North Atlantic,
whilst also stating the generally accepted extreme geographical limits where icebergs may be
encountered. (4)
(b) State the sources and outline the type of information that are available to the Master regarding
the icebergs. (8)
(c) Outline the factors that should be considered by a prudent Master, when determining the risks
involved in encountering icebergs. (14)
(d) Outline the reporting procedure that has to be followed by the Master on encountering dangerous
ice. (4)
(e) On which other similar instances is it mandatory for the Master to carry out Mandatory reporting
procedures. (5)
a) February 01 – July 31.

Icebergs unlikely south of 40 N or east of 040 W.
b) North Atlantic Ice Service. (International Ice Patrol + Environment Canada) Daily fax charts and text
messages, limits and concentrations..
Mariner’s Handbook: General description of icebergs, areas and seasons.
Routeing charts. Iceberg limits.
Sailing Directions. Areas, seasons and limits.
Mariners’ Handbook. General information.
Ocean Passages of the World. General limits.
GMDSS. Fax charts. Vessel reports.
Weather Routeing service. Relayed information.
Internet. Charts, satellite images, text messages…
c) Sizes and nature of icebergs expected.

Potential for altering the planned route to avoid ice.
Availability of information regarding current ice extent and conditions.
Probable visibility governing visual detection of ice, presence of fogs banks caused by ice formations.
Use of searchlights if available.
Use of sound detection equipment, if fitted.
Probable sea state, relates to detection of smaller formations in amongst foam patches.
Radar status, correctly tuned as adjusted.
Echoes from icebergs may not relate to the size of the formation.
Smaller formations may be difficult to distinguish from wind and swell wave echoes.
Personnel availability and experience with conditions expected
Briefing personnel, information in publications available.
Expected duration of passage through ice conditions with high personnel requirements, fatigue may
become an issue.
Adjustment of ETA due to reduced speed in conditions expected.
Availability of Ice Pilots.
Availability of assistance from other vessels in the event of severe damage to the vessel.
d) The master of every ship which meets with dangerous ice,

is bound to communicate the information by all means at his disposal to ships in the vicinity and also to
the competent authorities:
The kind of ice observed.
The position of the ice when last observed.
The time and date (UCT) when the ice was last observed.
89
e) A dangerous derelict,
Any other direct danger to navigation,
A tropical storm,
Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on
superstructures,
Winds of Beaufort force 10 and for which no storm warning has been received,
Any other hazard to navigation.
90
MARKERS REPORT FORM
PART I
DATE: 12/07/17
As stated in previous reports, it would appear that many candidates give no thought as to whether their
answers are compatible with available sources of information. At ‘Management’ level candidate should
be able to recognise when conflicting information is indicating an error.
This was a paper that an average candidate who had done sufficient preparation was probably going to
score very highly in, Q 1, 2 and 3 were mainly mathematical and consisted of a straightforward OPOW
routeing question with a calculation. A star sight plan and SAR radar plot for 120 marks, Q 4 and 5 were
content of an MGN and duties and responsibilities when under pilotage.

Question 1.
Part (a). Many candidates failed to realise the question required consideration to both East and West
bound routes and / or failed to “Explain” the multiple routes, often just listing factors that may be
applicable. Consideration of the effect of the currents was a frequent omission in answers. A number of
candidates considered the Aghulas Current would be a factor, presumably because the current was
mentioned in the Cape Town to Australia section of datasheet Q1(1). Some candidates had obviously
memorised a list of Indian Ocean factors and so offered the SW Monsoons as a consideration! Others
considered only the presence of icebergs instead of adverse/favourable winds/currents.
Part (b). Generally well answered but a few got the wrong route or went westbound instead of
eastbound. Some gave waypoints only but no indication of the type of track eg. GC or RL, others took the
route to Hobart instead of SW cape.
Part (c). Most candidates achieved high marks for this section. A considerable number of candidates did
not read the question carefully and so used the Hobart waypoint as their destination. Datasheet Q1(1)
stated approximate distances to Hobart, so the distance to SW Cape could be estimated. Those
candidates who gave answers clearly incompatible with the available information were penalised. Some
candidates used parallel sailing d’long as distance.
Part (d). Inspection of the Diagram 6.105 would give the candidate some idea of the initial course. Those
candidates who gave answers clearly incompatible with the available information were penalised.
Unfortunately many used the wrong formula or input wrong values into the cosine formula or in their
calculators.
Part (e). As the total distance to Hobart could not be calculated a number of candidates demonstrated
that they had studied the datasheets fully and used the stated distance to calculate the steaming time.
Some candidates stated the Daylight Saving Time may be kept and some candidates actually applied the
DST correction. Although the dates for DST were not available to the candidates it should be realised
that DST is unlikely to be kept in the winter period. A considerable number of candidates used the time
correction for S. Australia, or other States. The opening scenario of the Paper clearly stated “Tasmania”.
Some made errors in applying the standard time corrections or applied the corrections the wrong way.
Question 2.
Parts (a) & (b). Many candidates failed to use ‘2nd estimation’, some not even using ‘1st estimation’.
A considerable number of candidates made errors in the interpolation, offering times outside the
interpolation parameters. A few candidates incorrectly converted the distance (Departure) to D’long and
so offered D’long figures less than their Departure figure. In both cases candidates were penalised as
their error was clearly apparent and obvious. Very few candidates erroneously used Northern hemisphere
data. Other errors included: Using the wrong date in the almanac, assuming evening twilight on the 24th
instead of morning twilight, use of the increment for the sun instead of Aries.
Part (c). Many candidates offered very poor reasons for their selection of stars. Some clearly used
memorised phrases. Some failed to attempt this part altogether. Some candidates appeared to place a
great deal of emphasis on the magnitude of each star. Although magnitude is certainly a factor, the
bearings of the stars are of far greater interest. 2nd magnitude stars do not lead to a less reliable
position whereas a poor azimuth spread may do. Some candidates stated that using stars of similar
altitudes eliminated refraction errors. This is incorrect.
91
Question 3.
There was a big variation in answering of this question. Some answered the question very well and
completed the correct plot and achieved full marks for the question. Majority however didn’t have any
concept about completing this simple plot correctly. Sizable candidates scored no marks for this question
at all!
Part (a). The most frequent plotting error was plotting the required 11 mile vector but not plotting the
15 mile vector. Instead, plotting the 2nd vector to the required relative final position.
Some candidates offered answers, which were not sensible. Own vessel clearly needed to steer NW’ly to
achieve any sort of final position. Some candidates offered answers steering away from the OSC.
Part (b). A few candidates erroneously combined own ship distance with relative speed, or relative
distance with own ship speed. Although not required, no candidate demonstrated cross checking the
steaming time by using 2 different methods. Some wrongly used own ship’s speed on the relative
distance to workout the ETA.
Part (c). A considerable number of candidates did not attempt this easiest of parts. The most frequent
error was stating the reciprocal bearing. Some apparently just forgot to answer the range and bearing
part.
Question 4.
Part (a). Many candidates demonstrated good knowledge regarding parallel indexing precautions.
However, some candidates padded out their answers by making the same point twice but using different
words. Other candidates padded out their answer by itemising every individual check that would be made
on the radar and the charted feature to be used. Many didn’t include that parallel indexing was not
primary means of position monitoring.
Part (b). Many candidates demonstrated a good understanding of the dangers. Most knew there was a
danger when encountering head on situations in restricted visibility but few knew why this was the case.
A small number of candidates assumed the question was similar to a recent question regarding the
effects on the radar in the event of gyro failure, giving a model answer for that question.
Part (c). A small number of candidates were clearly not familiar with the contents of MGN 379 as they
stated incorrectly that the alignment of the berth should be used. A small number of candidates failed to
explain how to determine that the head marker is being aligned correctly whilst the adjustment is taking
place. Some candidate’s knowledge was very sketchy and many had no idea that it was relative radar
bearings that required comparing to visual.
Part (d). Generally well answered by most candidates. Some candidates outlined the contents of the MGN
rather than summarised the key points.
Question 5.
Most candidates scored highly on this question.
Part (a). Well answered but some candidates digressed from ‘responsibilities’ as asked in the question to
‘working practices’. Some even answered part (c) about information exchange here.
Part (b). Although most candidates answered the question, many stated the usual duties of the OOW
before answering the point of the question – the additional duties when the Master is absent. The most
frequent omission was to bring the OOW’s doubt to the attention of the pilot in the first instance, thus
allowing the possibility of the doubt being resolved. Some candidates failed to state that the OOW should
take action, if necessary, to ensure the safety of the ship.
Part (c) Well answered but some candidates missed out on some important aspects such as course/
speed/ current navigational situations etc, while others listed more than five points and listed the
important points at number 8 or 9. Any points listed after first five were not marked.
92

A 4200 TEU container vessel has been engaged to carry out series of voyages between Durban, South
Africa and Hobart, Tasmania, Australia.
The vessel has a service speed of 15.0 Knots.
1.Using Datasheets QI(I) and QI(2):

(a) Explain why there are multiple routes listed between Durban and Hobart. (7)
(b) Describe the recommended route and identify the waypoints that the vessel would use to make
the voyage from Durban to landfall at SW cape in June. (8)
(c) Calculate the total distance for the voyage, as per the recommended route chosen in part (b)
above. (14)
(d) Calculate the initial course for the first leg on departure Durban. (8)
(e) Calculate the ETA at Hobart if the vessel departs Durban (standard time) on 16 June at 2200 hrs.
(8)
1.
a) Courses are East / West.
The Southern Ocean Drift Current runs Eastwards in higher latitudes.
The area is subject to intense Polar Frontal Depressions, particularly during the Southern Winter, with
strong, predominantly westerly winds, south of approximately 40° south, therefore high wind waves,
heavy swell and occasional Extreme Single Waves.
The east bound routes lie in higher latitudes, achieving shorter distances.
The west bound routes lie in lower latitudes to avoid the adverse weather and current.
b) May to September
Durban 29°51 'S, 31°06'E
6.106.2 Great Circle to L 35°30’S 067°00’E,
6.105.3 Rhumb Line to H 35°30’S 115°00’E
6.105.3(b) Great Circle to SW Cape 43° 35’ S 146° 03’ E
c)
D 29 51 S 031 06 E
L 35 30 S 067 00 E
DLon 035 54 E
PA = 90 – 29 51 = 60 09
PB = 90 – 35 30 = 54 30

AB = cos-1 (cos 035 54 x sin 60 09 x sin 54 30 + cos 60 09 x cos 54 30)
AB = 30 34 11.06 x 60
Dis DL = 1834.184397 NM
L 35 30 S 067 00 E
H 35 30 S 115 00 E
DLon 048 00 E
Dep = DLon x cos MLat = 048 00 x 60 x cos 35 30 = 2344.652693 NM
H 35 30 S 115 00 E
SWC 43 35 S 146 03 E
DLon 031 03 E
PA = 90 – 35 30 = 54 30
PB = 90 – 43 35 = 46 25
93
AB = cos-1 (cos 31 03x sin 54 30 x sin 46 25 + cos 54 30 x cos 46 25)
AB = 25 06 00.56 x 60
Dis H SWC = 1506.009305 NM
Dis = 1834.184397 + 2344.652693 + 1506.009305 = 5684.846395 NM

Dis = 5684.8 NM
d)
A = tan Lat A ÷ tan DLon = tan 29 51 S ÷ tan 035 54 E = 0.7927632264 N
B = tan Lat B ÷ sin DLon = tan 35 30 S ÷ sin 035 54 E = 1.216450707 S
C = A ± B = 0.7927632264 N ~ 1.216450707 S = 0.4236874805 S
ICo = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (0.4236874805 S x cos 29 51)) = 69 49 21.93 = S 70 E
ICo = 110
e)
ETD 06-16 22:00 ST
TD 02:00 -
ETD 06-16 20:00 UT
ETD 167 20:00 UT
PT 16 02:40 Data Sheet. 6.106.3. Durban-Hobart May to Sep. 5800 NM ÷ 15.0 kn
ETA 183 22:40 UT
TD 10:00 +
ETA 183 32:40
ETA 184 08:40 ST
ETA 07-03 08:40 ST (DST may be kept, it is winter)
2. On the evening of 23rd June at 1500 hrs UTC, whilst in DR position 35°24'.0 S, 072°00'.0 E and
steering 090° T. When compiling the night orders, the master instructs that the officers verify the
ship's GPS position by obtaining a star sight during the morning twilight on the 24th of June.
(a) Calculate the time of civil twilight on the morning of 24th of June. (15)
(b) Calculate the DR position of the vessel at the time of civil twilight the following morning. (10)
(c) Using Datasheets Q2(1) and Q2(2), state with reasons, FOUR best suited stars for observation, at
the time of civil twilight. (15)
a) CT
40 S 22 and 25 06:52
35 S 22 and 25 06:40
T1 00:01 5, 00 24, 00:12
35 24 S 22 and 25 06:41 UTG
35 24 S 24 06:41 UTG
LiT 04:48 072 00 E ÷ 15
35 24 S 072 00 E 24 01:53 UT
CT 35 24 S 072 00 E 24 01:53 UT
Start 23 15:00 UT
PT 10:53
Dis = 15.0 x10:53 = 163.25 = Dep

DLon = Dep ÷ cos MLat = 163.25 ÷ cos 35 24 = 200.3121484 ÷ 60 =003 20 18.73 E
Lon B = Lon A + DLon = 072 00 E + 003 20 18.73 E = 075 20 18.73 E
DR 35 24.0 S 075 20.3 E
CT 35 24 S 24 06:41 UTG
LiT 05:01 075 20.3 E ÷ 15
35 24 S 075 20.3 E 24 01:40 UT
94
b)
25 24 S 075 20.3 E 24 01:40 UT
Start 23 15:00 UT
PT 10:40
Dis = 15.0 x10:40 = 160.0 = Dep

DLon = Dep ÷ cos MLat = 160.0 ÷ cos 35 24 = 196.2882395 ÷ 60 =003 16 17.29 E
Lon B = Lon A + DLon = 072 00 E + 003 16 17.29 E = 075 16 17.29 E
DR 35 24.0 S 075 16.3 E
c)
GHA A 24 01 287 04.5
I 40 010 01.6 + Alp Ham
Lon 075 16.3 E +
LHA A 372 22.4
360 Eni
LHA A 012 22.4
Lat 35 S LHA 012 Rig

Alpheratz 25 12 351 2.2
Hamal 28 31 021 2.2
Rigel 23 41 083 0.3
Canopus 30 31 136 -0.9 Can
Achernar 66 16 163 0.6
Peacock 41 49 222 2.1 Pea Ach
Enif 27 36 307 2.5
Bright stars.
Pairs on approximately reciprocal bearings.
Bearings approximately at 90° intervals.
Rigel Bright, approximately opposite Peacock.
Peacock Approximately opposite Rigel.
Achernar Bright, approximately opposite Alpheratz.
Alpheratz Approximately opposite Achernar.
3. Whilst on passage, own vessel receives a request to assist in search and rescue operations. When
own vessel arrives at the scene at 1340 hrs UTC, it observes the on scene coordinator (OSC) on radar
bearing 250°T at 10.0 miles. The OSC is conducting the search using the parallel track search
pattern with another vessel on its starboard beam at a distance of 4.0 miles. Both vessels are
steering a course of 030° T, while maintaining a speed of 11.0 knots.
Own vessel is instructed by OSC to take up station at a distance of 4.0 miles on OSC's port beam as
soon as possible.
Using Worksheet Q3:
(a) Find the course own vessel needs to steer to comply to OSC's instructions. (12)
(b) Find the time that own vessel would be at the required station. (8)
(c) Find the time that own vessel would be at the closest point of approach with the OSC, while also
stating the range and bearing of the OSC from own vessel at that time. (10)
Plot.
Port Beam = 030 + 270 = 300.
Bearings and distances. Relative vector 084 / 264 13.0 NM.
Courses and speeds, relative speed 18.6 kn.
Bearings and distances. Distance to CPA, 9.7 NM.
a) Co = 300
b) 13:40 + 13.0 NM ÷ 18.6 kn = 14:22
c) 13:40 + 9.7 NM ÷ 18.6 kn = 14:11
CPA 2.3 NM 174°
95
96
4. The UK Maritime and Coastguard Agency publishes guidance to mariners in the form of Marine
Guidance Notes (MGNs).
With regard to the guidance issued:
(a) Outline the precautions to be observed when using parallel indexing on a Marine Radar. (16)
(b) Outline the dangers of misaligned heading marker. (4)
(c) Outline the procedure for rectifying a misaligned heading marker. (12)
(d) MGN 379 (M+F), Navigation: Use of Electronic Navigation Aids is one such MGN.
Summarise the key points of MGN 379. (8)
a) When Parallel Indexing, position fixing is still required; PI only indicates distance off track.
Targets used should be:
Radar conspicuous.
Easily identified.
Unlikely to be confused with others.
Situated so as to provide continuous monitoring of the passage.
Unlikely to be obscured by ship shadow sectors.
At moderate ranges.
Radar should be checked for:

Display alignment.
Accuracy of EBLs.
Accuracy of range measurement and display.
PI lines correctly placed on radar display.

Display not cluttered with too many PI lines.
b) Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading
interpretation of potential collision situations, particularly in restricted visibility when targets are
approaching from ahead or fine on own ship’s bow.
May cause errors in positions.
c) Confirm Heading Marker aligned with fore and aft line of vessel, and Compass Heading.
Steer the vessel so that a small, distinct target is visually right ahead, near the edge of the display.
Note the discrepancy between the relative bearing of the target and the heading marker.
Follow the manufacturer’s procedure for correcting the alignment of the heading marker.
This may involve mechanical adjustment or an electronic process.
The alignment of the berth when alongside should not be used.
Targets close to the vessel should not be used.
d) Key Points:-
• Be aware that each item of equipment is an aid to navigation.
• Be aware of the factors which affect the accuracy of position fixing systems.
• Appreciate the need to cross check position fixing information using other methods.
• Recognise the importance of the correct use of navigational aids and knowledge of their limitations.
• Be aware of the dangers of over-reliance on the output from, and accuracy of, a single navigational
aid.
5. Master/ Pilot interface is an important aspect of safe navigation within the mandatory pilotage
waters.
(a) State the specific responsibilities of EACH of the following when operating together as a bridge
team:
(i) Master; (8)
(ii) Pilot; (6)
(iii) OOW. (6)
(b) State the additional responsibilities of the OOW, when the Master is not present on the bridge
during pilotage (5)
(c) With reference to Master/Pilot information exchange, list FIVE items that should immediately be
provided prior to commencement of pilotage:
(i) from the Master to the Pilot; (10)
(ii) from the Pilot to the Master. (10)
97
a) i) Master.
Considers any amendments to the passage plan suggested by the Pilot.
In Command, makes executive decisions about the conduct of the passage.
Monitors performance of the Pilot, assessing the validity of the Pilot’s advice.
Monitors performance of the OOW, assessing the validity of information provided.
Monitors performance of Ratings.
May delegate conduct of the passage to the Pilot, but retains overall responsibility.
ii) Pilot.
Informs the Master of details of the port.
Informs the Master of the proposed conduct of the passage.
Advises the Master as to the conduct of the passage.
iii) OOW.
Monitors the vessel’s position, course and speed; and relates to the Passage Plan.
Monitors traffic, informing the Master and Pilot accordingly.
Informs the Master of progress related to the Passage Plan.
Informs the Master of any deviation from the Passage Plan.
Monitors the performance of Ratings.
b) OOW becomes the Master’s representative and assumes the responsibilities stated above.
Informs the Master of progress as required.
Informs the Master if there is any concern as to the conduct of the passage.
c) i) Ship’s head, speed, engine setting.

Pilot Card, vessel’s dimensions, bulbous bow, thrusters, draught, displacement, air draft,
manoeuvring characteristics, anchor details, type and cable length.
Defects of Bridge equipment and machinery.
Intended Passage Plan to Berth.
Pilot’s LSA.
ii) Identity.
Passage Plan to berth; speed variations, areas of shallow water or other features requiring
particular care, tide and / or current conditions, weather conditions, use of tugs and mooring boats,
berth and side alongside, mooring pattern.
New hazards to navigation; shoals, wrecks, special operations.
Traffic expected, particularly dredgers, restricted craft, deep draught vessels.
New local regulations affecting the passage, reporting requirements.
98
MARKERS REPORT FORM
PART I
DATE: 12/07/17
As stated in previous reports, it would appear that many candidates give no thought as to whether their
answers are compatible with available sources of information. At ‘Management’ level candidate should
be able to recognise when conflicting information is indicating an error.
This was a paper that an average candidate who had done sufficient preparation was probably going to
score very highly in, Q 1, 2 and 3 were mainly mathematical and consisted of a straightforward OPOW
routeing question with a calculation. A star sight plan and SAR radar plot for 120 marks, Q 4 and 5 were
content of an MGN and duties and responsibilities when under pilotage.

Question 1.
Part (a). Many candidates failed to realise the question required consideration to both East and West
bound routes and / or failed to “Explain” the multiple routes, often just listing factors that may be
applicable. Consideration of the effect of the currents was a frequent omission in answers. A number of
candidates considered the Aghulas Current would be a factor, presumably because the current was
mentioned in the Cape Town to Australia section of datasheet Q1(1). Some candidates had obviously
memorised a list of Indian Ocean factors and so offered the SW Monsoons as a consideration! Others
considered only the presence of icebergs instead of adverse/favourable winds/currents.
Part (b). Generally well answered but a few got the wrong route or went westbound instead of
eastbound. Some gave waypoints only but no indication of the type of track eg. GC or RL, others took the
route to Hobart instead of SW cape.
Part (c). Most candidates achieved high marks for this section. A considerable number of candidates did
not read the question carefully and so used the Hobart waypoint as their destination. Datasheet Q1(1)
stated approximate distances to Hobart, so the distance to SW Cape could be estimated. Those
candidates who gave answers clearly incompatible with the available information were penalised. Some
candidates used parallel sailing d’long as distance.
Part (d). Inspection of the Diagram 6.105 would give the candidate some idea of the initial course. Those
candidates who gave answers clearly incompatible with the available information were penalised.
Unfortunately many used the wrong formula or input wrong values into the cosine formula or in their
calculators.
Part (e). As the total distance to Hobart could not be calculated a number of candidates demonstrated
that they had studied the datasheets fully and used the stated distance to calculate the steaming time.
Some candidates stated the Daylight Saving Time may be kept and some candidates actually applied the
DST correction. Although the dates for DST were not available to the candidates it should be realised
that DST is unlikely to be kept in the winter period. A considerable number of candidates used the time
correction for S. Australia, or other States. The opening scenario of the Paper clearly stated “Tasmania”.
Some made errors in applying the standard time corrections or applied the corrections the wrong way.
Question 2.
Parts (a) & (b). Many candidates failed to use ‘2nd estimation’, some not even using ‘1st estimation’.
A considerable number of candidates made errors in the interpolation, offering times outside the
interpolation parameters. A few candidates incorrectly converted the distance (Departure) to D’long and
so offered D’long figures less than their Departure figure. In both cases candidates were penalised as
their error was clearly apparent and obvious. Very few candidates erroneously used Northern hemisphere
data. Other errors included: Using the wrong date in the almanac, assuming evening twilight on the 24th
instead of morning twilight, use of the increment for the sun instead of Aries.
Part (c). Many candidates offered very poor reasons for their selection of stars. Some clearly used
memorised phrases. Some failed to attempt this part altogether. Some candidates appeared to place a
great deal of emphasis on the magnitude of each star. Although magnitude is certainly a factor, the
bearings of the stars are of far greater interest. 2nd magnitude stars do not lead to a less reliable
position whereas a poor azimuth spread may do. Some candidates stated that using stars of similar
altitudes eliminated refraction errors. This is incorrect.
99
Question 3.
There was a big variation in answering of this question. Some answered the question very well and
completed the correct plot and achieved full marks for the question. Majority however didn’t have any
concept about completing this simple plot correctly. Sizable candidates scored no marks for this question
at all!
Part (a). The most frequent plotting error was plotting the required 11 mile vector but not plotting the
15 mile vector. Instead, plotting the 2nd vector to the required relative final position.
Some candidates offered answers, which were not sensible. Own vessel clearly needed to steer NW’ly to
achieve any sort of final position. Some candidates offered answers steering away from the OSC.
Part (b). A few candidates erroneously combined own ship distance with relative speed, or relative
distance with own ship speed. Although not required, no candidate demonstrated cross checking the
steaming time by using 2 different methods. Some wrongly used own ship’s speed on the relative
distance to workout the ETA.
Part (c). A considerable number of candidates did not attempt this easiest of parts. The most frequent
error was stating the reciprocal bearing. Some apparently just forgot to answer the range and bearing
part.
Question 4.
Part (a). Many candidates demonstrated good knowledge regarding parallel indexing precautions.
However, some candidates padded out their answers by making the same point twice but using different
words. Other candidates padded out their answer by itemising every individual check that would be made
on the radar and the charted feature to be used. Many didn’t include that parallel indexing was not
primary means of position monitoring.
Part (b). Many candidates demonstrated a good understanding of the dangers. Most knew there was a
danger when encountering head on situations in restricted visibility but few knew why this was the case.
A small number of candidates assumed the question was similar to a recent question regarding the
effects on the radar in the event of gyro failure, giving a model answer for that question.
Part (c). A small number of candidates were clearly not familiar with the contents of MGN 379 as they
stated incorrectly that the alignment of the berth should be used. A small number of candidates failed to
explain how to determine that the head marker is being aligned correctly whilst the adjustment is taking
place. Some candidate’s knowledge was very sketchy and many had no idea that it was relative radar
bearings that required comparing to visual.
Part (d). Generally well answered by most candidates. Some candidates outlined the contents of the MGN
rather than summarised the key points.
Question 5.
Most candidates scored highly on this question.
Part (a). Well answered but some candidates digressed from ‘responsibilities’ as asked in the question to
‘working practices’. Some even answered part (c) about information exchange here.
Part (b). Although most candidates answered the question, many stated the usual duties of the OOW
before answering the point of the question – the additional duties when the Master is absent. The most
frequent omission was to bring the OOW’s doubt to the attention of the pilot in the first instance, thus
allowing the possibility of the doubt being resolved. Some candidates failed to state that the OOW should
take action, if necessary, to ensure the safety of the ship.
Part (c) Well answered but some candidates missed out on some important aspects such as course/
speed/ current navigational situations etc, while others listed more than five points and listed the
important points at number 8 or 9. Any points listed after first five were not marked.
100

All questions refer to the vessel described below.
A 17500 GT Timber Carrier, with a service speed of 17.2 knots, sails on a long term charter between
Scandinavia and the East Coast of the United States of America.
The vessel is fitted with the current required Aids to Navigation.
1. The vessel sails from Gothenburg bound for Baltimore, USA, passing North of Skagen, Denmark,
across the North Sea and North of Scotland.
Datasheets QI (1) and QI (2) are provided for clarification.
At 1900 hrs ST 21st September the vessel passes around Skagen, 57°43'N 010°30'E, en-route to the
Pentland Firth, Scotland.
(a) Using a position 6 nautical miles DUE North of the position for Skagen and a landfall at Pentland
Firth of 58°41'.0N 002°55'.0W, calculate the Mercator Rhumb-line course and distance across the
North Sea. (10)
(b) Calculate the ETA at the landfall off the Pentland Firth (Daylight Saving Time) (8)
(c) During the Appraisal it was noted that the course line passes close to the Piper Bravo Platform
58°28'N 000°15'E. The Master is concerned with the close proximity to the platform and asks the
OOW to calculate the distance the vessel will pass DUE North or South of the platform. (17)
a)
A 57 49 N 4253.77 N 010 30 E
B 58 41 N 4352.40 N 002 55 W
d 00 52 N 98.63 N 013 25 W
805
Co = tan-1 (DLon ÷ DMP) = tan-1 (805 ÷ 98.63) = N 83 00 53.41 W ~ 360
Co = 277
Dis = DLat ÷ cos Co = 52 ÷ cos 83 00 53.41 = 427.5882208 NM

Dis = 427.6 NM
b)
ETD 21 19:00 ST
TZ 01:00 –
ETD 21 18:00 UT
PT 01 00:52 427.6 ÷ 17.2 = 24:52 = 01 00:52
ETA 22 18:52 UT
DST 01:00 +
ETA 22 19:52 DST
c)
WP 000 15 E
Lon A 010 30 E
DLon 010 15 x 60
DLon 615
DMP = DLon ÷ tan Co = 615 ÷ tan 83 00 53.41 = 75.35086179 N
MP W = MP A ± DMP = 4253.77 + 75.350… = 4329.120862
4327.52 4329.120862 4329.42

58 28 ? 58 29
58 28 + (4329.120862 – 4327.52) ÷ (4329.42 - 4327.52) x (58 29 – 58 28) = 58 28 50.55
Lat W 58 28.8 N
Lat PB 58 28
DLat 00 00.8
WP 0.8 NM N of PB
101
2. On route across the North Sea the vessel will have to pass through or close to oil and gas field
development areas.
(a) State how the OOW can obtain the latest information about mobile drilling rigs or offshore
activities. (6)
(b) State the recommended distance that a safety zone extends around an offshore installation. (4)
(c) Outline the Master's instructions for EACH of the following:
(i) planning a passage through such a development area. (12)
(ii) navigating through such a development area. (8)
(d) Explain the hazards associated with submarine pipelines and cable with respect to anchoring.(10)
a) NAVAREA Warnings.
Safety NET Service.
NAVTEX A Navigation Warnings, includes mobile drilling rig movements.
Temporary and Preliminary Notices.
Notices to Mariners.
b) 500 m.
c)
i) Consult relevant charts and Sailing Directions.
Consult NAVAREA Warnings.
Plot mobile rig positions on charts.
Set a Margin of Safety of at least 2 NM from all Safety Areas around installations and Development Areas.
Use Safety Fairways.
Allow 2 metres additional UKC for pipelines.
ii) Follow the Passage Plan.

Call the Master at any time if requiring assistance.
There may be installations which are not charted or in positions other than those published.
There may be mobile operations such as seismic surveying for which warnings have not been received.
Inform the Master if this is the case and deviate from the Passage Plan if necessary to maintain an
adequate Margin of Safety.
Be alert for supply and other craft operating near rigs.
Monitor VHF for warning messages.
d) Anchors may damage oil and gas pipelines resulting in the release of oil and gas.
This may present buoyancy, fire, and pollution hazards.
Anchors may damage power and communications cables disrupting power supplies and communications.
Power cables may present an electrical hazard if damaged.
Damage may occur on anchoring or if the anchor subsequently drags across the pipeline or cable.
3. On approaching the Piper Oil Field the vessel encounters an area of restricted visibility and the
Master has reduced the speed to 8 knots and is on a course of 281°T to pass well South of the Piper
Bravo platform.
Worksheet Q3 shows the relative vectors of 2 targets plotted on the 12' range between 2106 hrs and
2126 hrs. Target B is identified as the Piper Bravo platform by its RACON.
(a) At 2126 hrs provide:
(i) a complete analysis of target A; (7)
(ii) the set and rate of the tide. (3)
(b) (i) Determine the minimum alteration of course required at 2131 hrs to ensure target A passes at
least 2' away. (6)
(ii) State how the action in Q3(b)(i) complies with Rules 8 and 19 of The International Regulations for
Preventing Collisions at Sea. (6)
(iii) Calculate the range and bearing of target B when target A reaches the new CPA. (8)
(c) Instead of the action taken in Q3(b)(i), the Master decides to alter 50° to Stbd at 2131 hrs.
Determine the course required to pass 2 nautical miles DUE South of the platform once target A has
reached its new CPA. (18)
102
(d) Rule 6 of The International Regulations for Preventing Collisions at Sea 1972 outlines the
requirements for vessels to maintain a Safe Speed.
State the additional factors that should be taken into account by vessels with operational radar. (12)
a)
i) A
TB 266
Range 6.8 NM
CPA 266 x 0.0 NM
TtCPA AC ÷ OA x PI = 6.8 ÷ 4.2 x 00:20 = 00:32
ToCPA 21:26 + 00:32 = 21:58
WO 8 kn x 00:20 = 2.666…NM
Co 062
Sp 1.8 ÷ 00:20 = 5.4 kn
Aspect 062 ~ (266 – 180) = G024
Target crossing port to starboard on a collision course.
ii) Set 009

Rate 0.5 ÷ 00:20 = 1.5 kn.
b)
i) Delay (21:31 – 21:26) ÷ (21:26 – 21:06) x 4.2 =1.05 NM
Co = 316.
Alteration = 316 – 281 = 035 to Starboard.
ii)Rule 8.
Action to avoid collision
(a) The action is positive, made in ample time and with due regard to the observance of good
seamanship.
(b) The alteration of course is large enough to be readily apparent to another vessel observing by radar
(c) The alteration of course is made in good time, is substantial and does not result in another close-
quarters situation.
(d) The action taken results in passing at a safe distance.
Rule 19.
The action is not an alteration to port for a vessel forward of the beam.
iii)
PC1 = PC1 ÷ O1A x 00:20 = 5.2 ÷ 3.6 x 00:20 = 00:29 + 21:31 = 22:00
Target B.
OA = 2.7 NM
Delay (21:31 – 21:26) ÷ (21:26 – 21:06) x 2.7 =0.675 NM
O2A = 3.0 NM
PQ = 3.0 x 00:29 ÷ 00:20 = 4.35 NM
R+B = 2.0 x 338
c) WO2 = 281 + 50 = 331

PC2 = PC2 ÷ O2A x 00:20 = 4.8 ÷ 3.3 x 00:20 = 00:29 + 21:31 = 22:00
AO2 = 3.0
PQ2 = 3.0 x 00:29 ÷ 00:20 = 4.35 NM
Co = 242
d)
Additionally, by vessels with operational radar:
(i) the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference;
(iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an
adequate range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when radar is used to determine the
range of vessels or other objects in the vicinity.
103
104
4. Tidal Stream information for UK waters is available on board UK vessels.
(a) Compare and contrast information shown in Tidal Stream Atlases with that available on a
navigational chart by use of tidal diamond data. (8)
(b) On approaching the Pentland Firth the vessel is in position 2’ North East of Duncansby Head
(58°38'.5N 003°001'.5W) at 1942 hrs UT on 22 September.
With reference to Worksheet Q4 and the Admiralty (United Kingdom and Ireland) Tide Tables:
(i) plot the vessel's position on Worksheet Q4; (3)
(ii) identify the tide affecting the vessel, stating whether it is a Spring, Neap or Intermediate tide;
(12)
(iii) state the approximate direction and calculate the rate of the Tidal Stream at this position. (12)
Tidal Stream Atlas.

Graphic presentation of data.
Chartlets for each hour before and after HW at the Standard Port.
Rates related to Neap and Spring Ranges.
Rates determined by interpolation between Neap and Spring values.
Admiralty Chart.
Numerical presentation of data.
Table of numerical data for the Diamond positions.
Set and Rate Data for Neaps and Springs related to a Standard Port.
Data for each hour before and after High Water at the Standard Port.
Rates determined by interpolation between Neap and Spring rates.
b) i) On Worksheet.
ii)
09-22 19:42 UT
Dover
LW 17:58 1.1
HW 22:42 6.2
Range 5.1
Spring Range 5.9
Neap Range 3.3
Range is intermediate.
Time is HW – 03:00.
iii) Set 130
3.3 5.1 5.9
4.0 9.0
4.0 + (5.1 – 3.3) ÷ (5.9 – 3.3) x (9.0 – 4.0)
Rate = 7.5 kn
105
5.The voyage from Skagen crosses the North Sea and then crosses the North Atlantic.
(a) State 14 types of information found on a Routeing Chart. (14)
(b) Explain the advantages and disadvantages of Weather routeing for EACH of the following:
(i) crossing the North Sea; (6)
(ii) crossing the North Atlantic. (10)
a) Routeing Charts. Show climatological data for each ocean and month of the year.
Wind roses; direction and proportions of Beaufort Force.
Predominant ocean currents; direction, rate and constancy.
Shipping routes and distances.
Sea ice and iceberg limits.
Loadline Zone limits.
Inset chartlets of:
Air pressure and temperature.
Dewpoint and sea temperature.
Percentage fog and low visibility.
Tropical storm tracks and percentage wind greater than force 7.
b)
i) Limited advantages due to short distances and navigational restrictions.
Forewarning of adverse weather enables appropriate preparation.
Distances are short, therefore options for deviation from direct routes are limited.
ii) Greater distances give the opportunity to deviate from the direct route to minimize the effect of
adverse weather.
The lack of navigational hazards enables a wide range of alternative routes.
Forecasts are readily available as are Routeing services.
Due to the chaotic nature of Polar Frontal weather forecasts weather may change, and the process of
determining the optimum route may have to be repeated.
106

A bulk carrier, with a service speed of 14.2 knots, sails between the Cape Town and Durban, South
Africa, and ports on the West and South coast of Australia; the vessel is fitted with the current
required Aids to Navigation.
1. (a) With reference to Datasheets Q1(1) and Q1(2):

(i) identify and outline the routes for EACH direction between Durban and Freemantle; (10)
(ii) explain why there are different routes East and West bound. (6)
(b) The vessel sails from Durban on 6th December bound for Freemantle, Western Australia.
Using the waypoints from Datasheets QI (2) for departing Durban, position R and landfall at
Freemantle, calculate EACH of the following:
(i) the total distance between Durban and Freemantle; (12)
(ii) the initial course leaving Durban and the final course approaching Freemantle; (14)
(c) Using the distance from QI (b)(i), calculate the ETA at Freemantle (Standard Time), if the vessel
leaves the departure position at 2015 hrs ST. (8)
1 a)
i) Durban to West and South coasts of Australia
Diagram 6.105
Routes
6.106
Routes are seasonal.
October to April
6.106.1
Routes are.
From Durban (29°51'S 31°06'E), by great circle to join those from Cape Town (6.105.1) at 40°00'S.
77°00'E (R)
May to September
6.106.2 Routes are:
From Durban (29° 51 'S, 31°06'E) by great circle to join those from Cape Town (6.105 3) at 35°30'S
67°00’E
West and South coasts of Australia to Durban or Cape Town

Routes
6.107
All routes throughout the year pass through, or N of, 30°00'S, 100°00'E (F).
From 30°00'S, 100°00'E (F) routes are seasonal.
October to April
6.107.1
Routes are:
(a) For Durban (29°51'S, 31°06'E):
Direct by great circle.
May to September
6.107.2
Routes are:
(a) For Durban (29'51 'S, 31°06'E):
Along the parallel of 30° 00’S to Durban.
ii) The prevailing winds are westerly and strong, with high waves and swell, particularly in higher
latitudes.
Eastbound routes with following weather can take shorter tracks in higher latitudes.
Westbound routes with adverse winds take longer tracks in lower latitudes to reduce the effect of
adverse weather.
107
b)
D 29 51 S 031 06 E
R 40 00 S 077 00 E
d 045 54 E
PD = 90 – 29 51 =60 09
PR = 90 – 40 00 = 50 00
DR = cos-1 (cos 045 54 x sin 60 09 x sin 50 00 + cos 60 09 x cos 50 00) = 38 31 38.81
R 40 00 S 077 00 E
F 32 02 S 115 42 E
d 038 42 E
PR = 90 – 40 00 = 50 00
PF = 90 – 32 02 = 57 58
RF = cos-1 (cos 038 42 x sin 50 00 x sin 57 58 + cos 50 00 x cos 57 58) = 32 01 52.48
Dis = (38 31 38.81 + 32 01 52.48) x 60 = 4233.521457 NM

Dis = 4233.5 NM
ii)
A = tan 29 51 ÷ tan 045 54 = 0.5561137483 N
B = tan 40 00 ÷ sin 045 54 = 1.168456905 S
C = 0.556… ~ 1.168… = 0.6123421566 S
ICo = tan-1 (1 ÷ (0.612… x cos 29 51)) = 62 01 37.3 = S 62 E
ICo = 118
A = tan 32 02 ÷ tan 038 42 = 0.780974534 N

B = tan 40 00 ÷ sin 038 42 = 1.342038363 S
C = 0.780… ~ 1.342… = 0.5610638293 S
ICo FR = tan-1 (1 ÷ (0.561… x cos 32 02)) = 64 33 45.2 = S 65 W
FCo = N 65 E
FCo = 065
ETD 12 06 20:15 ST
TD 02 -
ETD 12 06 18:15 UT
PT 12 10:08 4233.521457 ÷ 14.2
ETA 12 19 04:23 UT
TD 08 +
ETA 12 19 12:23 ST
ETA December 19 12:23 ST
108
2. At 1430 hrs Ship's Time (Zone - 0400), on the 10th December, the Master requests that the OOW
calculates which stars will be available to be observed during evening twilight.
DR at 1430 hrs is 37°35'S 063°14'E, the course is 105°T and the ship is proceeding at the service
speed.
(a) By SINGLE ESTIMATION method, calculate EACH of the following for the 10th December:
(i) an approximate time of Civil Twilight; (6)
(ii) an approximate DR for the time of Civil Twilight. (8)
(b) Using Datasheet Q2 identify:
(i) which stars will be available to be observed during Civil Twilight; (8)
(ii) with reasons, which stars would be best suited for a 4 star fix; (9)
(iii) which stars would be best suited for a 3 star fix; (3)
(iv) if the LHA (Aries) had been 033°, state the significance of the Azimuth of Hamal and Sirius with
respect to the position lines. (6)
a)
i) CT 12-10 ECT
40 S 19:54
35 S 19:36
T1 00:09 5, 02 35, 18
37 35 S 19:45 UTG
LiT 04:13 - 063 14 ÷ 15, E Earlier
37 35 S 063 14 E 15:32 UT
TZ 04 - E UT Least
CT 19:32 ZT
ii) DR
CT 19:32 ZT
T0 14:30 ZT
PT 05:02
Dis Tim x Sp = 05:02 x 14.2 = 71.47333333 NM

MLat = Lat A ± DLat ÷ 2 = 37 35 + 00 18 29.92 ÷ 2 = 37 44 14.96 S
Tan Co = Dep ÷ DLat. Dep DLat x tan Co = 18.498… x tan 105 = 69.03793856 NM E
Dep = DLon x cos MLat. DLon = Dep ÷ cos MLat = 69.037… ÷ cos 37 44 14.96 = 87.29882378 ÷ 60
= 001 27 17.93 E
Lat = 37 35 + 00 18 29.92 = 37 53 29.92 S
Lon = 063 14 + 001 27 17.93 = 064 41 17.93 E
DR 37 53.5 S 064 41.3 E
b)
i) GHA A 12-10 15 304 13.4
I 32 008 01.3
Lon 064 41.3 E +
LHA A 376 56.0
360
LHA A 016 56.0
A H
Table 38 S 017 A
Hamal, ALDEBRAN, RIGEL, CANOPUS, Peacock, FOMALHAUT, Alpheratz.
ii) Four star fix. F R
Rigel. Bright, Good altitude, Approximately opposite Fomalhaut.
Canopus. Bright, Good altitude, Approximately opposite Alpheratz.
Fomalhaut. Bright, Good altitude, Approximately opposite Rigel. P C
Alpheratz. Adequate altitude, Approximately opposite Canopus.
iii) Three star fix.
Hamal, CANOPUS, FOMALHAUT.
iv)
Hamal. Almost due North, good for Latitude.
Sirius. Almost due East, good for Longitude.
109
3. Vessels transiting across the Southern Ocean may encounter different environmental conditions.
(a) With reference to Southern Hemisphere icebergs: describe
(i) the sources and type of information that are available to the Master; (12)
(ii) state the approximate limits of icebergs in the South Indian Ocean. (4)
(b) SOLAS V requires the master of every ship to report dangers to navigation to ships in the vicinity,
and also to the competent authorities.
State the conditions likely to cause severe ice accretion on superstructures. (8)
(c) Radar waves can be affected by super-refraction "in high Latitudes whenever the sea surface
temperature is exceptionally low".
(i) Explain the phenomena of super-refraction and its effect on Radar waves. (6)
(ii) Explain why mariners should exercise caution when fixing the vessel's position if the above
conditions are suspected. (5)
a)
i)
Routeing charts. Iceberg limits.
Sailing Directions. Areas, seasons and limits.
Mariners’ Handbook. General information.
Ocean Passages of the World. General limits.
GMDSS. Fax charts. Vessel reports.
Weather Routeing service. Relayed information.
Internet. Charts, satellite images, text messages…
ii)
Extreme Limit of Icebergs, approximately 35°S off South Africa to 40°S off Australia.
b)
Air temperature less than -2° C.
Low sea temperature.
Conditions producing spray: Factors are wind speed, wave height, relative wind / wave direction, vessel
speed.
c)
i)
Low sea temperature leads to low air temperature at sea surface level and a temperature inversion.
The radar signal is refracted toward the surface within the inversion layer.
110
The signal travels close to the surface for a greater distance than normal and targets may be detected at
greater ranges and displayed as second trace echoes.
ii)
Second trace echoes may be displayed at ranges less than the actual range of the objects.
These may be confused with targets within the display range and lead to erroneous positions.
4. On the approach towards Freemantle the vessel is engaged by the Australian Maritime Safety
Authority to assist in the search and rescue of a missing fishing vessel.
The vessel is currently assisting in a parallel sweep search on a track of 070° at 8.0 knots and is
positioned North West of the On Scene Coordinator (OSC) at a distance of 5.5 nautical miles.
At 1330 hrs the OSC requests the vessel to take up a new station due South of the OSC at a distance
of 3 nautical miles using the service speed.
(a) Calculate EACH of the following:
(i) the course to steer to reach the new position; (6)
(ii) the time the vessel will be on the new location; (6)
(iii) the CPA and time of CPA as the vessel passes the OSC. (8)
(b) With reference to search and rescue, discuss the advantages and disadvantages of the different
patterns available. (15)
a)
i) 117
ii)
8.2 NM ÷ 10.6 kn = 00:46 + 13:30 = 14:16
iii)
CPA 241 x 1.4 NM
5.4 NM ÷ 10.6 kn = 00:31 + 13:30 = 14:01
b)
Expanding square search (SS)
Most effective when the location of the search object is known within relatively close limits.
The commence search point is always the datum position.
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.
Due to the small area involved, this procedure must not be used simultaneously by multiple vessels.
Accurate navigation is required; the first leg is usually oriented directly into the wind to minimize
navigational errors.
Sector search (VS)

Most effective when the position of the search object is accurately known and the search area is small.
Used to search a circular area centred on a datum point.
Due to the small area involved, this procedure must not be used simultaneously by multiple vessels.
An aircraft and a vessel may be used together to perform independent sector searches of the same area.
Track line search.

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

Used to search a large area when survivor location is uncertain.
Most effective over water or flat terrain.
Usually used when a large search area must be divided into sub-areas for assignment to individual search
facilities on-scene at the same time.
Appropriate for us by several vessels.
Track Spacing distance may be low, leading to vessels manoeuvring in close proximity.
111
A
OSC 070 x 8.0 kn

W
RM 151 x 10.6 kn
AV0
AV 14.2 kn 117
315 x 5.5 NM
5.4 NM
OSC
151 x 8.2 NM 1.4 O
180 x 3.0 NM
AV1
112
5 (a) SOLAS Chapter V Regulation 34 - Safe navigation and avoidance of dangerous situations requires
that "an appraisal of all information available must be made before detailed plans can be drawn up".
(i) State the purpose of the appraisal process. (6)
(ii) Outline what the appraisal process should provide to the Master and the Bridge team. (12)
(iii) State EIGHT publications that would assist in the Appraisal of the voyage from Durban to
Freemantle. (8)
(b) A Master is required to issue clear and specific Night Orders.
Outline SEVEN factors that should be included with respect to making a landfall. (14)
a)
i) Appraisal is the process of gathering all information relevant to the proposed voyage, including
ascertaining risks and assessing its critical areas. The Guidelines list the items that should be taken into
account.
ii) This appraisal will provide the Master and his bridge team with a clear and precise indication of all
areas of danger, and delineate the areas in which it will be possible to navigate safely taking into
account the calculated draught of the vessel and planned under-keel clearance.
ii) Admiralty Charts.
Ocean Passages for the World.
Sailing Directions.
Routeing Charts.
Admiralty List of Lights and Fog Signals.
Mariners’ Handbook.
M Notices.
Weekly Notices to Mariners.
Annual Summary of Notices to Mariners.
Nautical Almanac.
b) The Master’s Night Orders for the Landfall should include:
Instructions as to calling the Master at any time if in need of assistance and in the event of:
Checking compass errors.
Use of the largest scale chart available for the approach period.
Employment of primary and secondary position fixing systems at regular intervals.
Checking performance of radar / ARPA.
Using the echo sounder to monitor the actual under keel clearance.
Employing prominent Radar Conspicuous targets.
Being aware of the increased probability of traffic and small craft.
Monitoring weather forecasts.
Updating tidal information.
113
SQA NAVIGATION 2016-07-13.

A Products Tanker, with a service speed of 16.2 knots, sails from Cape Town, South Africa, to New
York, USA. The vessel is fitted with the current required Aids to Navigation.
1 The vessel sails from Cape Town at 1520 hrs ST on the 2 March bound for New York, USA.
(a) With reference to Datasheets QI (1) and QI (2) identify and outline the recommended route for
this passage and estimate the position it crosses the equator. (6)
(b) Using the waypoints from Datasheets QI (2) for departing Cape Town and landfall at New York
calculate EACH of the following:
(i) the great circle distance; (7)
(ii) the final course approaching New York; (9)
(iii) the position of the Northern Vertex; (12)
(iv) the longitude and the course as the great circle crosses the equator; (8)
(v) the ETA at New York (Standard Time), if the vessel sails at her service speed. (8)
V
B
E
A
1a 3.55 Great Circle from Cape Town 33 53 S 018 26 E to New York 40 28 N 073 50 W.
Crosses Equator at approximately 020 W.
1 b i)
CT 33 53 S 018 26 E
NY 40 28 N 073 50 W
DLon 092 16 W
PA = 90 + 33 53 = 123 53
PB = 90 – 40 28 = 49 32
Dis = 6765.3 NM
ii)
ICo BA
A = tan 40 28 ÷ tan 092 16 = 0.03376594458 N
B = tan 33 53 ÷ sin 092 16 = 0.6720758074 S
C = A ± B = 0.033… - 0.672… = 0.6383098628 S
Az = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.638… x cos 40 28))
= S 64 05 53.02 E = ICo BA
P
FCo = N 64 W = 296
iii)
sin mid = cos opp x cos opp V B
sin PV = cos (90 – PB) x (cos 90 – B) V
PV = sin-1 (cos (90 – 49 32) x (cos 90 – 64 05 53.02))
PV = 43 11 06.39 ~ 90 BV PV
Lat V = 46 48.9 N
90-B 90-P
90-PB
114
sin (90 – PB) = tan (90 - P) x tan (90 – B)
tan (90 - P) = sin (90 – PB) ÷ tan (90 – B)
P = 90 - tan-1 (sin (90 – 49 32) ÷ tan (90 – 64 05 53.02))
P = 36 48 19.88 W + 073 50 W
Lon V = 110 38.3 W
VN 46 48.9 N 110 38.3 W
iv) Lon E = 110 38.3 W – 90 = 020 38.3 W

Co = 270 + 46 48.9
Co = 317
iv)
ETD 03-02 15:20 ST
TD 02:00 -
ETD 03-02 13:20 UT
PT 00-17 09:37 6765.3 ÷ 16.2
ETA 03-19 22:57 UT
TD 05 -
ETA 03-19 17:57 ST
2. During the afternoon of 12th March the Master and the Officer of the Watch simultaneously
observe meridian passage of Jupiter bearing South and an altitude of the Sun, with a DR position of
22°52'N 042°28'W.
Chronometer 7 h 01 m 22 s with an of error 3 m 39 s slow
Index error 0°03.1' off the arc Height of eye 12.7 m
Sextant altitude of Jupiter 85°57.1' bearing South
Sextant altitude of Sun LL 24°32.7'

(i) the intercept and azimuth of the observation of the Sun; (14)
(ii) the latitude at meridian passage of Jupiter; (10)
(iii) the vessel's position at the time of the observation. (10)
(b) Outline any problems that may be encountered with the observation of this meridian passage. (6)
MP Jupiter 12 16:15 UTG

LiT 02:50 W + 042 28 ÷ 15 West later
MP J 12 19:05 UT
CT 19:01:22
CE 00:03:39 S +
UT 19:05:01
i) Sun
GHA 12 19 102 34.5 Dec S 03 08.3

I 05:01 001 15.3 + d 1.0 - 00 00.1 –
Lon 042 28 W - Dec S 03 08.2
LHA 061 21.8
CA = 24 48.8
115
SA 24 32.7
IE 00 03.1 Off +
D 12.7 00 06.3 –
AA 24 29.5
TC 00 14.2 +
TA 24 43.7
CA 24 48.8
I 00 05.1 A
A = tan 22 52.0 ÷ tan 061 21.8 = 0.2302855098 S

B = tan 03 08.2 ÷ sin 061 21.8 = 0.06243749302 S
C = 0.230… + 0.062… = 0.2927230028
Az = tan-1 (1 ÷ (0.292… x cos 22 52.0)) = 74 54 19.67 = S 75 W +180
TB = 255
ii) Jupiter
Dec 19 N 18 36.9
d 0.1 + 00 00.0
Dec N 18 36.9
SA 85 57.1
IE 00 03.1 Off +
OA 86 00.2
D 12.7 00 06.3 –
AA 85 53.9
TC 00 00.1 –
TA 85 53.8 S
90
TZD 04 06.2 N Z
Dec 18 36.9 N + ZD
Lat 22 43.1 N X Lat
AP Lat 22 52.0 Dec
DLat 00 08.9 S Q
iii)
Dep 7.7 NM E
MLat = (22 52.0 + 22 43.1) ÷ 2 = 22 47 33
DLon = 7.7 ÷ cos 22 47 33 = 8.4 E
OP Lon = 042 28.0 W – 000 08.4 E = 042 19.6 W
OP 22 43.1 N 042 19.6 W
b)
Difficulty observing Jupiter in daylight due to brightness of sky.
Difficulty measuring altitude due to high altitude, path is a shallow curve when swinging sextant.
Difficulty judging the moment of Meridian Passage, which may not be the moment of maximum altitude,
due to vessel movement.
116
AP
255 5.1 A
DLat 8.9 S
OP
Dep 7.7 E
117
3. After discharging in New York the vessel is directed to New Bedford (ATT 2786) Buzzards Bay,
with an ETA on the morning ebb tide of 6th April.
On arrival the vessel's draught is 7.4 m and must pass over a shoal with a length of 1.2 nautical miles
and a charted depth of 9.2 m. The Master decides to reduce speed to 6 knots to reduce squat and
maintain a minimum under keel clearance of 2.5 m.
(a) Using Worksheet Q3 and the Pacific and Atlantic Oceans Tide Tables calculate EACH of the
following:
(i) the height of tide required to pass safely over the shoal; (2)
(ii) the latest time the vessel can clear the shoal;(10)
(iii) the time that the vessel should arrive at the start of the shoal.(4)
(b) State the relationship between LAT and Chart Datum at Sandy Hook (New York Bay). (4)
(c) Explain the problem with calculating the tide if the vessel had been diverted to Cape Cod Canal
W. Entrance (ATT 2787), with a similar ETA. (10)
a) i)
Draught 7.4 Waterline
UKC 2.5 +
Draft 7.4 HoT 0.7
Depth 9.9
CD 9.2 - Keel CD
HoT 0.7 UKC 2.5 Charted Depth 9.2
Sea Bed
ii)2P NB 2786
SP Sandy Hook 2740
D 04-06
T H
HW LW HW LW
SPP 06:10 12:37 1.7 -0.2
-SCSP 0.0 0.0
SPU 1.7 -0.2
D 00:10 -00:25 -0.4 -0.1
2PU 1.3 -0.3
SC2P Neg Neg
2PP 06:20 12:12 1.3 -0.3
HW 06:20
D 05:52
1.6 1.7 1.3

-0.4 -0.3
-0.4 + (1.7 – 1.6) ÷ (1.3 – 1.6) x (-0.3 - -0.4) = -0.4
0.3 -0.2 0.0

-0.1 -0.1
BI -0.1
HW 06:20
I 02:25
T 08:45
ii)
ETD 08:45
PT 00:12 - 1.2 ÷ 6.0
ETA 08:33
b) Sandy Hook
Tidal Levels relate to Chart Datum.
LAT = CD -0.4
118
c)
2P CCCWE 2787
SP Sandy Hook 2740
D 04-06
T H
HW LW
SPP 06:10 12:37
D 01:08 01:53
2PP 07:18 14:30
HW 07:18
D 07:12
The curves may not be used for a Duration more than 07:00.
Tidal Constants must be used.
119
120
4. Vessels on voyages in the Atlantic encounter differing environmental conditions.
(a) On Worksheet Q4 for the month of June, between the Latitudes of 20°S and 50°N, illustrate and
name EACH of the following:
(i) the main pressure systems; (6)
(ii) the prevailing wind circulation; (10)
(iii) the predominant current distribution; (18)
(b) On Worksheet Q4 identify and illustrate the areas where the following hazards may be
encountered:
TRS
Icebergs
Fog (6)
121
Probable
Iceberg
Limit
Labrador
Mid Latitude Low
Fog
Westerlies
Icebergs
North Atlantic Azores
Portugal
Gulf Stream
TRS
Sub Tropical High
TRS Canary
Florida
Bahamas
NE Trades
TRS TRS
TRS
Caribbean Inter Tropical Convergence Zone. Low
North Equatorial
Guinea
Equatorial Counter
Guiana
South Equatorial
SE Trades
Benguela
Brazil
Sub Tropical High
122
5.(a) During the open water passage from New York to Buzzards Bay the vessel experiences a
complete heading input failure.
(i) Identify FIVE pieces of navigational equipment required on board that would be affected by such
an event. (5)
(ii) State the immediate effect on the Radar display of such an event. (4)
(iii) Explain the limitations of the Radar mode in Q5(a)(ii). (7)
(iv) Outline the Bridge procedure to be followed after such an event. (12)
(b) MSN 1842 (M) Maritime Labour Convention, 2006: Hours of Work and Entitlement to Leave
Application of the Merchant Shipping (Hours of Work) Regulations 2002 and the Merchant Shipping
(Maritime Labour Convention) (Hours of Work)(Amendment) Regulations 2014 contain the current
guidance on Hours of Rest and Rest Periods.
(i) State the Minimum Hours of Rest and the associated Rest Periods listed in the Regulations. (10)
(ii) The STCW Code contains details of the keeping of a safe navigational watch.
State which Chapter makes specific reference to the principles to be observed in keeping a
Navigational Watch. (2)
a) i) Gyro compass repeaters, steering , Bridge and Steering Flat; bearing repeaters, bridge wings and
conning position.
Autopilot.
Radar.
ARPA.
GMDSS.
AIS.
Course recorder.
ECDIS.
Voyage Data Recorder.
GPS DR function.
ii) Loss of display stabilisation.

Display becomes Head Up, Unstabilised.
iii) Display becomes unstabilised.

ARPA does not function.
Bearings become Relative.
Head Up display must be used.
Target bearings change as vessel’s head changes.
True bearings must be derived using vessel’s heading.
Ranges can be measured.
Manual plotting required.
iv) Inform the Master.

Select Magnetic Compass input to Autopilot
Engage hand steering if there is none and steer by magnetic compass.
Additional personnel as lookout.
Radar to head up display.
Use repeaters as peloruses for visual bearings.
Commence manual plotting of vessel targets.
b) i) 4.3 The minimum hours of rest shall be not less than:

(a) ten hours in any 24-hour period; and
(b) 77 hours in any seven-day period.
4.4 The daily hours of rest may be divided into no more than two periods, one of which must be at least
6 hours long and the interval between periods of rest must be no more than 14 hours. Those two periods
must in total provide at least 10 hours rest.
4.5 The regulations provide that a seafarer must have 10 hours of rest in any 24-hour
period.
ii) Chapter VIII Standards Regarding Watchkeeping.
123
SQA Chief Mate / Master. Navigation. 2016-07-13 Markers’ Report.
ONCE AGAIN FAILURE TO READ THE QUESTIONS CAREFULLY COST MANY CANDIDATES.
This was a paper that an average candidate who had done sufficient preparation was going to score very
highly on.
Many candidates demonstrated a high level of competence across the paper.
As reported on many occasions, candidates’ failure to read the question carefully resulted in marks being
lost. It would appear that many candidates gave no thought as to whether their answers were compatible
with available sources of information. A Chief Officer is within ‘Management’ level and so must be able
to recognise when conflicting information is indicating an error.
Question 1.
(a)(i) There were 6 marks available - route number, method of sailing and estimate of the position of the
vertex.
(b) Most candidates had no difficulty calculating the correct distance. The main cause of error was
failure to appreciate that the ‘Departure’ and ‘Arrival’ waypoints were in different hemispheres, thus
the co-lat for one had to be greater than 90°. Candidates should have noticed the worksheet gave an
approximate distance of 6790’.
Different Colleges teach different methods of calculating the GC course – Cosine or A B C Formula; either
method is acceptable and neither method is infallible as many candidates make mistakes. Carelessness in
checking working or not referring to Datasheets is a big problem.
Many ridiculous answers were given for the final course. An inspection of the Worksheet diagram 3.50
gave a clear indication of the approximate final course.
Similarly, an inspection of diagram 3.50 clearly indicated that the required vertex was to the north and
west of the New York waypoint.
(b)(iv) A considerable number of candidates calculated longitudes which were not compatible with
Worksheet diagram 3.50 and their answer given in part (a) of this question. A considerable number of
candidates failed to answer the course element – by inspection of the worksheet it can be seen the
course is approximately N45W. The majority of those that did give an answer for the course
demonstrated their understanding of a relationship between the vertex latitude and the course.
Question 2.
Many candidates did not read the question properly. They were told that the sights were taken in the
afternoon and that the observations were simultaneous – at the same time.
A large number read Venus for Jupiter and few were aware of the table at the bottom right hand corner
of the Aries and planet pages where you can find the LMT of Meridian Passage of the planets.
(a) (i) Failure to determine that the chronometer was reading 7pm, not 7am resulted in an LHA 241° and
an Easterly bearing of the sun. This is not compatible with an afternoon observation
Bearings of celestial bodies for purposes of position observations should be considered to the nearest
degree for sake of practicality.
(ii) As the DR Lat of the ship was given it is of concern that some candidates subtracted the TZD from the
Declination to find the observed Latitude. This resulted in a discrepancy of over 500 miles between the
DR and Observed Latitudes.
(iii) Many candidates did not attempt this part.
(b) Many candidates did not attempt this part and the majority of those that did failed to demonstrate
any understanding of the difficulties with high altitude observations.
Question 3.
(a) Most candidates calculated the Height of tide correctly.
The usual mistakes:
Wrong tide (Flood v Ebb) or date or port;
Mistakes in working out the corrections to the secondary port;
Clerical errors such as -0.2 + -0.1 = -0.1 or 0.3;
A negative value for LW should have been plotted outside the graph or the scale adjusted.
Use of wrong side of the curve
124
Use of standard port heights of HW and LW and time of HW
Duration at the standard port instead of the secondary port
Using time and height corrections from the wrong standard port and secondary port
Pulling corrections from out of thin air?????
Unable to determine the length of time for the vessel to cross the shoal
(b) The answer was to look up LAT and Chart Datum for Sandy Hook and comment.
(c) 10 marks available. Very few candidates gave any thought to the time duration. Although the question
required the candidate to consider the problem with “calculating the tide” many candidates focussed on
the ETA or the need for the charted depth of the shoal at Cape Cod.
Question 4.
(a) Again little knowledge of pressure systems and wind.
Also a lack of knowing about areas of Fog, Icebergs and TRS
Question 5.
(a) Many candidates failed to consider that the radar would display ‘head up’ mode or the limitations of
this display, possibly due to lack of experience of such a display mode.
(b)(i) A good level of knowledge shown by some candidates.
(ii) Few candidates seem to know the content of STCW.
125

A 8000 GT Cargo Vessel, with a service speed of 16.5 knots, sails from port of Glasgow (United
Kingdom) to the Caribbean and Gulf of Mexico.
1. The vessel sails from Port of Glasgow to a position 5 miles N of Inishtrahull (Republic of Ireland)
and then follows a route to a position South of the Grand Banks (BS) and then to N. E. Providence
channel.
(a) With reference to Datasheets QI (1), (2), and (3) identify:
(i) the route numbers and method of sailing; (6)
(ii) the Latitude and Longitude of the waypoints for the route. (4)
(b) Calculate EACH of the following:
(i) the total distance from the position North of Inishtrahull to the N.E. Providence channel using the
waypoints from (a)(ii); (12)
(ii) the initial course from Inishtrahull; (8)
(iii) the position of the vertex of the first leg. (9)
(c) Outline why this is the recommended route, with respect to hazards that maybe encountered
around the Grand Banks of Newfoundland. (14)
1
a)
i) As navigation permits.
2.69.5a Great Circle
2.83 Great Circle.
ii) 5 NM N of Inishtrahull 55 31 N 007 15 W
BS 42 30 N 050 00 W
NEPC 25 50 N 077 00 W Not on Data Sheet.
b)
i)
PA = 90 – 55 31 = 34 29
PB = 90 – 42 30 = 47 30
DLon = 007 15 ~ 050 00 = 042 45 W
AB = 30 17 56.12 x 60 = 1817.935385
PA = 90 – 42 30 = 47 30
PB = 90 – 25 50 = 64 10
DLon = 050 00 ~ 077 00 = 027 00 W
AB = 26 40 00.99 x 60 = 1660.016523
Dis = 1817.935385 + 1660.016523

Dis = 3478.0 NM
ii)
A = tan Lat A ÷ tan DLon = tan 55 31 ÷ tan 042 45 = 1.575001192 S
B = tan Lat B ÷ sin DLon = tan 42 30 ÷ sin 042 45 = 1.349926588 N
C = A ± B = 1.575001192 S ~ 1.349926588 N = 0.2250746043 S
Az = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (0.2250746043 x cos Lat 55 31)) = S 82 44 16.64 W + 180
Ico = 262½
126
iii)
P A B P
V
A
E
C B
P
PV = sin-1 (cos (90 – A) x cos (90 – PA)) A V
PV = sin-1 (cos (90 – 82 44 16.64) x cos (90 – 34 29)) V
PV = 34 10 05.69 ~ 90
Lat V = 55 49.9 N PV AV
90-A
sin mid = tan adj x tan adj 90-P
sin (90 - PA) = tan (90 – P) x tan (90 – A)
P = 90 – tan-1 (sin (90 – PA) ÷ tan (90 – A) 90-PA
P = 90 – tan-1 (sin (90 – 34 29) ÷ tan (90 – 82 44 16.64)
P = 8 47 16.67
DLon AV = 008 47.3 E - 007 15 W
Lon V = 001 32.3 E
c)
Hazards that may be encountered in the vicinity of the Grand Banks:
High traffic density.
Intense Polar Frontal Depressions, high wind speeds, wind waves and swell.
Advection Fog.
Many drilling and production rigs.
Pack ice in Winter.
Icebergs in Spring.
127
2. Prior to departure from port of Glasgow, on 15th April, the Master is informed that there is a new
power cable across the river at Renfrew (ATT 406a) with a charted height of 20.0 m above Highest
Astronomical Tide.
The vessel's mast is 27.3 m above the keel and the draught on sailing is 5.8 m.
(a) Calculate the maximum permissible tide for the vessel to pass under the obstruction with a
clearance of 2.2 m. (8)
(b) Using Worksheet Q2 calculate the latest time UT on the evening flood tide that the vessel can
safely pass under the obstruction. (16)
(c) State the under keel clearance when the vessel passes under the obstruction if the charted depth
of water under the cable is 6.3 m. (5)
(d) Outline instructions the Master should give to the Officer of the Watch with regard to safely
passing under the cable. (8)
Obstruction
Clearance 2.2
Masthead Height 20.0
HAT
Keel to Masthead 27.3 Waterline
Draft 5.8 HoT 1.4 CD to HAT 5.1
Keel CD
UKC 2.0 Charted Depth 6.3
Sea Bed
a)
HoT = (20.0 + 5.1) – (2.2 + 27.3 – 5.8) = 1.4 m
b)
2P Renfrew 406a
SP Glasgow.404
D 0000-04-15
? HoT 1.4m Evening Flood.
T H
LW HW LW HW R
SPP 15 18:32 16 01:37 0.2 3.3 3.1 Greater than Spring Range, use Spring Curve.
-SC SP - -0.1 - -0.1
SPU 0.3 3.4
D 00:58 00:22 0.1 0.9
2PU 0.4 4.3
SC -0.1 -0.1
2PP 15 19:30 16 01:59 0.3 4.2
Interval -05:05 From curves.
Time 15 20:54
18:00 18:32 24:00

+01:00 +00:35
01:00 + (18:32 – 18:00) ÷ (24:00 – 18:00) x (00:35 – 01:00) = +00:58
00:00 01:37 06:00

+00:25 +00:15
00:25 + (01:37 – 00:00) ÷ (06:00 – 00:00) x (00:15 – 00:25) = +00:22
1.0 0.3 0.4

+0.5 +0.2
0.5 + (0.3 – 1.0) ÷ (0.4 – 1.0) x (0.2 – 0.5) = +0.1
128
3.4 3.4 2.9
+0.9 +0.8
BI +0.9
c)
UKC = (1.4 + 6.3) – 5.8 = 1.9 m
d)
Vessel to be upright before departure.
Confirm Drafts visually before departure.
Confirm expected Height of Tide with Port Authority. This may differ from predictions due to
Meteorological factors.
Confirm height of obstruction with Port Authority. A new feature, may differ from initial data.
Call Master 00:15 before ETA at power cable.
Pass at slow speed to minimise squat.
Station lookout on mast to monitor clearance.
Be aware of possible effect of power cable’s magnetic field on instrumentation.
129
130
3. Fog may often be encountered in the many areas of the world.
(a) Describe conditions necessary for the formation of sea/advection fog. (4)
(b) State THREE ocean areas of the world where sea/advection fog may commonly be encountered.
(6)
(c) Using the data below and the graph paper provided:
(i) plot the sea surface temperature and the dew point temperature against time; (4)
(ii) estimate at what time fog may be encountered. (6)
Time Sea Surface Temperature Dew Point Temperature
1940 8.2°C 4.7°C
1955 7.8°C 4.9°C
2010 7.7°C 5.2°C
2025 7.3°C 5.3°C
2040 7.0°C 5.5°C
(d) Write a section of Master's Standing orders outlining the procedure to be adopted on
encountering restricted visibility. (16)
a)
Advection carries air over a sea surface with a temperature lower than the dew point temperature of
that air.
The surface layer of the air is cooled below its dewpoint temperature and condensation occurs in the
surface layer as fog.
b)
Any area where humid air is adjacent to a sea surface with a lower temperature than the dew point
temperature of the air.
The Grand Banks off Newfoundland in the North West Atlantic Ocean over the Labrador Current.
The Eastern Atlantic over the Canaries current.
The North West Pacific Ocean over the Kamchatka current.
The Eastern Pacific Ocean over the California current.
The Eastern South Atlantic over the Benguela current.
The Eastern South Pacific Ocean over the Peru Current.
c)
i)
SST
8.0
7.0
6.0
5.0
DP
4.0
19:00 20:00 21:00 22:00
ii)
Fog is probable after 21:25.
131
d)
Call the Master.
Post lookout/s.
Engage hand steering.
Inform Engine Room.
Engines to standby.
Reduce to a safe speed.
Comply with appropriate COLREGS.
Commence sound signals.
Check ARPA function / commence radar plotting.
Monitor visibility by sighting ranges of vessels / objects.
Monitor sea surface and dew point temperatures.
4. As the vessel is approaching the Grand Banks of Newfoundland a DSC message is received that a
vessel, 22 miles away, is in distress and requires immediate assistance.
A number of vessels are proceeding to the area.
(a) Outline SIX factors to be considered when choosing which vessel's Master will act as On Scene
Coordinator; there has not yet been any communication from an MRCC. (12)
(b) Outline the purpose of IAMSAR Vol. III. (8)
(c) IAMSAR Vol. Ill contains details of different search patterns.
Describe the circumstance when the following patterns should be used:
(i) sector search; (4)
(ii) expanding square search; (4)
(iii) parallel search. (4)
(d) Describe the preparations that should be done on the bridge on route to the distress position.
(12)
a)
OSC factors.
Qualification and experience of the Master.
Sufficient appropriate personnel to carry out the tasks required.
Adequate appropriate communications equipment to communicate with MRCC and search facilities.
Proximity to the scene of the operation.
Common language.
Adequate supplies to function for the expected duration of the operation.
b)
Carried on board to assist vessels and aircraft in the performance of a search and rescue or on scene
coordinator function and with aspects of search and rescue that pertain to their own emergencies.
c)
i) Sector search. Most effective when the position of the search object is accurately known and the
search area is small.
ii) Expanding square search. Most effective when the location of the search object is known within
relatively close limits.
iii) Used to search a large area when the search object location is uncertain and a number of vessels are
involved.
d) Acknowledge receipt of the distress message.
Acquire appropriate information about the vessel in distress.
Carry out risk assessment for the operation.
Maintain continuous watch on relevant frequencies.
Maintain communications with vessel in distress and vessels engaged in the operation, exchanging
relevant information.
Maintain awareness of the position of the distressed craft.
Receive and assess the search action plan.
Prepare standard messages to be used.
Organise personnel for bridge and deck operation.
Organise preparation of equipment to be used in the operation.
132
5.SOLAS Chapter V requires that the vessels must carry up-to-date charts and that
electronic charts may be carried as an alternative to paper charts.
(a) State in full the meaning of the following acronyms:
(i) ECDIS; (3)
(ii) ENC; (2)
(iii) RNC. (2)
(b) With regard to ECDIS and ENC:
(i) explain how the information is stored; (3)
(ii) explain how the information is displayed; (5)
(iii) state the precautions that should be observed when the OOW selects the type of data to be
displayed. (8)
(c) Summarise the key points of the MCA's guidance contained in MGN 285 Electronic charts -the use
of risk assessment methodology when operating ECDIS in the raster chart display system (RCDS)
mode. (7)
a)
i) Electronic Chart Display and Information System.
ii) Electronic Navigation Chart.
iii) Raster Navigational Chart.
b)
i) The information is stored as ENC data in IHO S-57 format encrypted according to IHO S-63 security
scheme.
ii) The ECDIS system converts the ENC data to the System Electronic Navigation Chart for display and
integrates the vessel’s position information from the Global Position System.
The user can select the data to be displayed according to the circumstances.
The density of data is appropriate to the scale of the chart.
iii) The data selected must be appropriate to the part of the passage.
Sufficient safety information to enable a safe passage.
Avoiding information overload.
Items to consider:
Safety settings and alarms.
Safety contours.
Look ahead and alarms.
Cross Track Distances.
Scale of display.
Density of information displayed such as depths.
Display palette.
c)
1. Define the hazard.
2. Calculate the risk.
3. Decide if the risk is tolerable.
4. Control the risk and record procedures.
5. Review the risk and develop emergency procedures.
133

A 12000 GT Cargo Vessel, with a service speed of 13.0 knots, tramps around Australia, New Zealand
and the Eastern Archipelago.
1. The vessel sails from Bluff (New Zealand) bound for Surabaya (Java, Indonesia) via Brisbane and
the Torres Strait.
(a) With reference to Datasheets Q1 (1), QI (2), QI (3), QI (4) and QI (5) identify:
(i) the route recommended for the passage to The Torres Strait; (10)
(ii) the reasons why the Outer Route should not normally be used. (5)
(b) If the vessel follows the route recommended in Q1 (a)(i) calculate EACH of the following:
(i) the distance on the Great Circle leg from Solander Islands to Caloundra Head; (7)
(ii) the final course on this leg; (8)
(iii) the total distance from Bluff to the Torres Strait, and allowing 65' from Bluff pilot station to
Solander Islands. (10)
1
a)
i) 7.59 From Bluff (46°38'S, 168°21 'E) as navigation permits to Solander Islands (46°34' S 166°50'E),
thence thence by Great Circle to Caloundra Head. (26°49’S 153°10'E)
7.41.2 By the Inner Route to the Torres Strait.
ii) 7.41.1 Outer Route is not normally used as numerous large reefs have to be given a wide berth,
especially at night, owing to the strong and variable sets which may often be experienced.
b)
i)
Using the positions given in the Data Sheet.
SI 46 34 S 166 50 E
CH 26 49 S 153 10 E
D 013 40 W
PA = 90 – 46 34 = 43 26
PB = 90 – 26 49 = 63 11
cos AB = cos P x sin PA x sin PB + cos PA x cos PB
Dis = 22 30 40.81 x 60 = 1350.680114 NM
Dis = 1350.7 NM
ii)
ICo BA
A = tan Lat B ÷ tan DLon = tan 26 49 ÷ tan 13 40 = 2.078906034 N
B = tan Lat A ÷ sin DLon = tan 46 34 ÷ sin 13 40 = 4.470418935 S
C = A ± B = 2.078… ~ 4.470… = 2.391512902 S
B = tan-1 (1 ÷ (C x ÷ Lat B)) = tan-1 (1 ÷ (2.391… x ÷ Lat 26 49)) = 25 06 16.88 = S 25 E = 155 T
ICo BA = 155 T + 180
FCo = 335 T
iii)
Dis Bluff—SI 65.0 NM
Dis SI—CH 1350.7 NM
7.43 Caloundra Head to Torres Strait 1320.0 NM
Dis Bluff-–TS 2735.7 NM
The distance would be greater if the vessel entered Brisbane.
134
2. (a) The vessel makes a series of voyages between Hong Kong and Northern Australia. With
reference to Datasheet Q2(1) and Q2(2), discuss the meteorological and navigational hazards that
may be encountered by the vessel. (30)
(b) Describe the precautions that should be considered when using Parallel Indexing to monitor the
vessel during the transit of the Eastern Archipelago. (10)
a)
7.36 Particular and constant attention must be paid to the current when navigating among the island
groups, for these sometimes deflect and always accelerate it. Again, most of the islands are so low that
it is almost impossible to see them at night and ships may be driven onto the barrier or fringing reef,
with no warning from sounding, as the reefs generally have very deep water close to.
Flotsam
7.37 In navigating the waters of the Eastern Archipelago during the rainy season a sharp look-out must be
kept for flotsam. Trees, some of immense size, will be frequently met afloat. They have been found to
be especially numerous on the S coast of Luzon; in one instance, near Marinduque Island
(13 20'N, 122 00' E), a group of trees was adrift: still upright and resembling an island.
7.38.2
Java Sea. Considerable exploitation of natural resources takes place in the Java Sea, particularly in the
W part. Charts, Notices to Mariners and Indonesia Pilot, Volumes I and Il should be consulted for latest
information available on permanent and moveable structures (not all of which will be charted) and the
pipelines between them, together with regulations affecting their localities. Mariners are advised to
avoid these areas whenever possible,
7,38.3
Bass Strait, An Area to be Avoided encloses oil and gas fields extending between 20 miles SE and 45 miles
S of Lakes Entrances (37 54 S, 147 59 E) on Ninety Mile Beach. Submarine pipelines are laid between the
fields and the shore. For details see Australia Pilot, Volume Il.
Cyclones occur in the South China Sea during the Northern summer, approximately from June to
September.
b)
Targets used should be:
Radar conspicuous.
Easily identified.
At moderate ranges.

Display alignment.
Accuracy of EBLs.
135
3. (a) SOLAS Chapter V Regulations 4 and 31 "require the Master of a vessel to report encountering
dangers to navigation".
State:
(i) to whom the information should be sent; (5)
(ii) the dangers that should be reported. (11)
(b) The accuracy of navigational chart information is vitally important for Voyage Planning.
State the Datum information that can be found on an Admiralty navigational chart with respect to:
(i) Depths; (3)
(ii) Heights; (6)
(iii) Positions. (3)
(c) Explain how Survey Source Data is displayed on:
(i) a paper chart; (4)
(ii) an ENC. (8)
a)
i) Ships in the vicinity and the competent authorities.
ii) Dangerous ice,
dangerous derelicts,
any other direct danger to navigation,
tropical storms,
sub freezing air temperatures associated with gale force winds causing severe ice accretion on
superstructures,
winds of force 10 and above on the Baufort Scale for which no no storm warning has been received.
b) The datums are stated on the chart.

i) The units used and the datum to which depths are reduced.
ii) The units used and the datums used for drying heights, the heights of objects and obstructions.
iii) The datum on which positions are based, with corrections to be applied to satellite derived positions
if this is not WGS84.
c)
i) A Source Data Diagram is printed on the chart showing the sources of the hydrography and topography.
ii) ECDIS charts display Categories of Zones of Confidence (CATZOC) CATZOC which allow hydrographic
authorities to encode data against five categories (ZOC A1, A2, B, C, D) with a sixth category (U) for data
which has not been assessed. The categorisation of hydrographic data is based on three factors (position
accuracy, depth accuracy and seafloor coverage).
136
4. (a) The vessel is due to transit past Hammond Rock Lighthouse through the Torres Strait on the
31st July. The Company instructions are that the vessel must not undertake such a passage if the
tidal stream is greater than 3 knots in either direction.
(i) On Worksheet Q4 draw the tidal stream for 31st July. (14)
(ii) Identify the times during which the vessel may transit the passage while complying with the
Company requirements. (18)
(b) If the vessel were to make the transit during the night, write Master's Night Orders to ensure the
successful Execution and Monitoring of the passage. (18)
a)
i) + 080 – 260.
22:36 0
01:32 -4.5
04:30 0.0
07:21 4.3
09:59 0.0
13:46 -7.8
17:27 0.0
20:19 5.1
23:21 0.0
02:19 -4.8
ii)
03:00—06:05
08:30—11:10
16:25—18:50
21:55—24:00—00:50
b) Comply with Standing Orders.
Call me at any time if you require assistance or consider that a departure from the Passage Plan is
required.
Execution.
Follow the Passage Plan.
Monitor the condition and reliability of the navigation equipment.
Note the ETAs at narrows where tidal stream may be stronger than forecast.
Monitor meteorological conditions and note information given by the weather routeing service.
Consider accuracy of position fixing at night.
Monitor traffic, particularly in narrow sections of the passage.
Call additional personnel if required at hazardous points in the passage.
Monitoring.
Fix the vessel’s position at appropriate intervals.
Monitor the Parallel Index lines set into the ECDIS / Radar.
Adjust course as necessary to counteract set.
Monitor the passage with regard to ETAs at the Waypoints of the Passage Plan.
137
138
5.
Once clear of the Torres Strait, in position 10°37.0'S 141°27.0'E, the vessel receives a message from
an MRCC that a Search and Rescue Operation is taking place in position 09°57.0'S 138°24.0'E to
locate a small vessel, there are already 2 other vessels on the scene.
(a) Calculate the course and distance to the search area. (7)
(b) On arrival at the search area the Master identifies the On Scene Co-ordinator on a bearing of
308° at distance of 10.2 steering 255° at 8 knots, there is one assisting vessel on his port beam. The
OSC asks the Master to take up station on his starboard beam at a distance of 4'.
Calculate:
(i) the course to steer to take up station as quickly as possible; (8)
(ii) the time it will take to reach station; (5)
(iii) the relative bearing of the OSC when the vessel passes across his stern. (5)
(c) Describe the preparations for the search and rescue operation that should be made on board,
both on the bridge and in other areas, whilst on route to the search area. (15)
a)
A 10 37 S 141 27 E
B 09 57 S 138 24 E
d 00 40 N 003 03 W
d 40.0 N 183.0 W
MLat = (Lat A ± Lat B) ÷ 2 = (10 37 + 09 57) ÷ 2 = 10 17.0 S
Dep = DLon x cos MLat = 183.0 x cos 10 17 = 180.0604724 NM W
Co = tan-1 (Dep ÷ DLat) = tan-1 (180.0604724 ÷ 40.0) = 77 28 30.96 = N 77½ W = 360 - 77½
Co = 282½
Dis = 184.4 NM
b)
i) 284½
ii) Distance 13.6 NM
Relative speed 7.1 kn
Time = 13.6 ÷ 7.1 = 01:55
iii) RB = AV Co ~ OSC Co = 284½ - 255 = R 029½
c) Proceeding to the area of distress

Establish a traffic co-ordinating system among vessels proceeding to the same area of distress.
Maintain, if possible, AIS data and active radar plots on vessels in the general vicinity.
Estimate the ETAS to the distress site of other assisting vessels.
Assess the distress situation to prepare for operations on-scene.
A vessel en route to assist a distressed craft should prepare for possible SAR action on scene, including
the possible need to recover people from survival craft or from the water. See "Recovery of survivors by
assisting vessels" later in this section.
Masters of vessels proceeding to assist should assess the risks they may encounter on scene, including the
risks such as those associated with leaking cargo, etc.
Information should be sought as necessary from the distressed craft and/or from the RCC.
A vessel en route to assist a distressed craft should have the following equipment ready for possible use:
Life-saving and rescue equipment:
lifeboat
inflatable liferaft
lifejackets
survival suits for the crew
lifebuoys
breeches buoys ?
portable VHF radios for communication with the ship and boats deployed
line-throwing apparatus
buoyant lifelines
hauling lines
non-sparking boat hooks or grappling hooks
hatchets
139
rescue baskets
stretchers
pilot ladders
scrambling nets
copies of the International Code of Signals
radio equipment operating on MF/HF and/or VHF/UHF and capable of communicating with the RCC and
rescue facilities, and with a facility for direction finding (DF)
supplies and survival equipment, as required
fire-fighting equipment
Rendering assistance
portable ejector pumps
binoculars
cameras
bailers and oars.
Signalling equipment:
signalling lamps
searchlights
torches
flare pistol with colour-coded signal flares
buoyant VHF/UHF marker beacons
floating lights
smoke generators
flame and smoke floats
dye markers
loud hailers.
Preparations for medical assistance, including:

stretchers
blankets
medical supplies and medicines
clothing
food
shelter.
Miscellaneous equipment:
If fitted, a gantry crane for hoisting on each side of ship with a cargo net for recovery of survivors.
Line running from bow to stern at the water's edge on both sides for boats and craft to secure alongside.
On the lowest weather deck, pilot ladders and manropes to assist survivors boarding the vessel.
Vessel's lifeboats ready for use as a boarding station.
Line-throwing apparatus ready for making connection with either ship in distress or survival craft.
Floodlights set in appropriate locations, if recovery at night.
140
345 x 4.0 NM
318.3 x 13.6 NM
308 x 10.2 NM
13.0 kn, 284½
W
318.3 x 7.1 kn R 029½
255 x 8.0 kn
141
THERE MAY HAVE BEEN NUMEROUS DATASHEETS, BUT A LOT OF INFORMATION WAS INCLUDED IN THEM.
Question 1.
(a) Route correctly identified by most candidates. Some did not provide the route number, others how
the leg would be sailed.
(b) Wrong positions used - 26°48’ 153°08’ for Caloundra Head.
(i) Careless clerical errors, wrong level of accuracy – 1350.680 was common.
(ii) Incorrect working using Cosine formula or A B C method, 1 candidate used Mean Latitude to work out
the Azimuth. Course NE or SW. Cosine formula for distance and then Plane sailing formula for the course.
Initial course instead of final course.
(iii) Some candidates worked out all the legs along the Inner Route.
Question 2.
a) Most of the information for this answer was in Datasheet Q2(1); Datasheet Q2(2) was provided to show
the number of different routes through the islands. A large number of candidates did not refer to the
Datasheets, instead made up answers.
The question said DISCUSS.
Icebergs between North Australia and Hong Kong! Gyro unreliable in high Latitudes! Snow in high
Latitudes.
Avoid Hawaiian Islands and Bass Strait.
Queensland affected by East Australian Current – question said Northern Australia.
b) The answer to this section is in MGN 379 section 3.9 d).
Monitor echo sounder!
Question 3.
(a) Generally candidates answered this part correctly. However, some went on to describe Hydrographic
reports H102 & H102A which was not the question asked.
(b) A large number of candidates did not attempt this part! An understanding of the various Datums
found on a chart is vital to navigating safely.
(c) Paper or Electronic charts are a very important means of monitoring our position and navigators
should understand how much they can rely on the charted information.
Question 4.
SOME CANDIDATES DID NOT EXTRACT THE CORRECT DATA OR DRAW A REASONABLY SMOOTH CURVE.
MANY JUST JOINED THE DOTS WITH STRAIGHT LINES.
(a)(i) Many plotted the data correctly.
(a)(ii) Poor drawing of the curve affected the accuracy of the answer. A few stated when there was more
than 3 knots.
(b) Some candidates wrote 2 pages, others wrote Standing Orders and there were a good number who did
not relate their answer to transiting during the night.
Question 5.
(a) Many candidates were unable to work out a Plane Sailing. Or said the course was SW or NE!
(b) Scale too small, the question was designed for a 12’ plot.
Quite a few were unable to do the plot.
Very few managed to work out the relative bearing. A large number stated the TRUE bearing!
(c) Lots of writing, with very little relevant to preparations on the bridge.
Risk assessment, toolbox talk, refer to IAMSAR.
There is 185’ to go – about 14 hours.
Many managed to identify the deck tasks.
142

A 14000 GT general cargo vessel trades in the Pacific Ocean and has a service speed of 14 knots.
1. The vessel is to sail from Guam to a position in the Gulf of Panama (Republic of Panama),
08°00.0N° 079°00.0’W.
(a) With reference to Datasheet Q1 identify and describe the routes recommended for this passage.
(10)
(i) the distance on EACH of the recommended routes; (15)
(ii) the difference in the steaming time if the Southern route has a favourable current of 0.3 knot
and the northern route is not affected by current. (10)
(c) Outline the factors to be considered when planning any EAST to WEST ocean passages. (15)
a) 7.243 From Guam (13 27 N. 144 35 E) there are two alternative routes.
7.243.1
Great circle to Gulf of Panama (08 00 N, 079 00 W),
passing:
Through Hawaiian islands, between Gardner Pinnacles (25 00 N. 168 00 W)
and Brooks Banks (24 10 N. 167 00 W).
and:
Between Islas Revilla Gigendo (19 25 N. 110 30 W).
And:
Avoiding Guardian Bank (09 30 N. 087 30 W).
See 7.38.1 for details of areas to be avoided near Hawaiian Islands.

Distance 8000 miles.
7.243.2
After rounding the S point of Guam by rhumb line to join the Central Route (7.232) in 05 05 N, 168 00 E
(U).
Passing between Namorik Atoll (05 35 N. 168 08 E) and Ebon Atoll (04 38 N 168 43 E).
Distance 8300 miles.
143
b)
i) 7.243.1
Guam 13 27 N 144 35 E
Gulf of Panama 08 00 N 079 00 W
223 35 W
360
DLon 136 25.0 E
PA = 90 - Lat A = 90 – 13 27 = 76 33.0
PB = 90 - Lat B = 90 – 08 00 = 82 00.0
AB = cos-1 ( cos P x sin PA x sin PB + cos PA x cos PB)

AB = cos-1 ( cos 136 25.0 x sin 76 33.0 x sin 82 00.0 + cos 76 33.0PA x cos 82 00.0)
Dis 7902.2
7.243.2
Lat 13.27.0 N 144 35.0 E

Lat 05 05.0 N 168 00.0 E
D 08 22.0 S 023 25.0 E
502.0 1405.0 E
MP A 809.07 N
MP B 303.33 N
DMP 505.75 S
Co = tan-1 (DLon ÷ DMP)

Co = tan-1 (1405.0 ÷ 505.75)
Co = 70 12 10.45
Dis = DLat ÷ cos Co

Dis = 502.0 ÷ 70 12 10.45
Dis = 1482.2 NM
Lat 05 05.0 N 168 00.0 E

Lat 08 00.0 N 079 00.0 W
DLat 02 55.0 N 247 00.0 W
D 175.0 360
DLon 113 00.0E
6780.0 E
MP A 303.33 N
MP B 478.31 N
DMP 174.98 N

Co = tan-1 (6780.0 ÷ 174.98)
Co = 88 31 17.85

Dis = 175.0 ÷ cos 88 31 17.85
Dis = 6783.0 NM
Dis = 1482.2 + 6783.0 = 8265.2 NM
ii)
7902.2 NM ÷ 14.0 kn = 564:27
8265.2 NM ÷ 14.3 kn = 578:00
D 13:33
144
c)
Great Circle track is least distance.
Great Circle track may have a Vertex in high latitude.
This may lead to encountering:
Polar Frontal Depressions with high adverse winds, high wind waves, high swell waves, extreme single
waves.
Extensive cloud cover and precipitation.
Adverse currents.
Pack ice and icebergs.
Load Line Limits and other limiting latitudes may apply.
2. On Worksheet Q2, the mercator chartlet of the North Pacific for June, illustrate:
(a) the Sub Tropical Anticyclone and the Inter Tropical Convergence Zone; (4)
(b) the North East, South East and South West Trade Winds; (9)
(c) these Ocean currents: (8)
(i) North Equatorial;
(ii) South Equatorial;
(iii) Equatorial Counter;
(iv) Californian.
(d) Describe the typical weather associated with the ITCZ. (9)
Sub Tropical Anticyclone

South West Monsoon
ITCZ
North Equatorial Current North East Trades

ITCZ
Equatorial Counter Current South West

Trades
South Equatorial Current
South East Trades
d) ITCZ
Warm humid unstable air mass.
Considerable convection cloud, cumulus and cumulonimbus.
Rain showers and thunderstorms.
Light and variable winds.
Tropical Revolving Storms in the western Pacific, also possible in the central and eastern Pacific.
145
3. The vessel follows the great circle route and receives the following Hurricane warning from the
National Hurricane Center at 23/0300 UT:
TROPICAL DEPRESSION CENTER LOCATED 10°42N 094°30’W AT 22/0300 UT NOW LOCATED AT
12°48’N 099°00W AND UPGRADED TO HURRICANE STATUS
PRESENT MOVEMENT TOWARD THE WEST NORTH WEST AT 12 KT
CENTRAL PRESSURE 992 MB SUSTAINED WINDS 63 KT
THE STORM IS EXPECTED TO ESCALATE TO CATEGORY 3 WITH SUSTAINED WINDS OF 115 KNOTS IN
THE NEXT 24 HOURS.
Vessel’s position on 23/0300 UT is 18°00’N 115°48’W steering 114° at 14 knots.
(a) On Worksheet Q3:
(i) plot the vessel’s and the hurricane’s position at 23/0300; (4)
(ii) project both the vessel’s and hurricane’s movement over the next 24 hours; (4)
(iii) indicate the likely areas of influence of the hurricane after 24 hours. (3)
(b) Identify THREE courses of action that the Master could take to avoid entering the area of
influence, outline advantages and disadvantages of EACH action. (15)
(c) State, with reasons, the most appropriate course of action for the ones identified in Q3(b) that a
prudent Master would take. (6)
(d) Discuss the hazards that a vessel would encounter if it came within 80 miles of the centre of a
hurricane. (8)
a)
23 03
24 03 24 03
23 03
22 03
i) Plot.
ii) 24 x 12 = 288 NM = 4.8°
24 x 14 = 336 = 5.6°
iii) 40° either side of forecast path.
240 NM radius.
146
b) On present course and speed vessel is likely to be within the storm field within approximately 36:00.
Proceed on a south south easterly course at maximum speed, monitoring forecasts and adjusting course
to avoid storm if it deviates from forecast path.
Maintains adequate distance from storm.
Storm is least likely to move toward the Equator.
Swell from storm may affect vessel at approximately 600 NM.
Commercial, increases distance to destination.
Proceed on a south westerly course at maximum speed.

Maintains distance from storm.
Unlikely to be affected by swell.
Gives time to monitor storm movement and adjust action if required.
Commercial, increases distance from destination.
Proceed on a west north westerly course at maximum speed.

Gives time to assess storm movement.
Storm is likely to decrease in intensity over cooler water of California Current.
Storm is likely to increase speed of movement in higher latitude and eventually overtake vessel.
Commercial, increases distance from destination.
c)
Proceed on a south westerly course at maximum speed.
Maintains distance from storm.
Unlikely to be affected by swell.
Gives time to monitor storm movement and adjust action if required.
d)
Wind speed probably greater than Force 12.
Wind wave height approximately 15 m.
Swell height approximately 14 m.
Swell direction across wind wave direction.
Reduced visibility due to rain and spray.
Lightening strikes.
147
4. On the passage across the North Pacific, the vessel transits through open seas and passes close to
some island chains.
(a) Discuss the availability, accuracy and errors of the following navigational aids during this passage:
(i) Global Navigation Satellite Systems; (12)
(ii) Celestial navigation; (10)
(iii) Radar. (7)
(b) Outline the precautions a Master should take when passing the remote island chains. (11)
a)Availability, accuracy and sources of error (both Random and Systematic)

i) GNSS.
Availability.
Continuously.
Accuracy.
<10m if DGPS available.
ii) Celestial.
Availability.
Daytime, Sun, Moon, Venus, Jupiter.
Accuracy.
Sextant errors.
Chronometer error.
iii) Radar.
Availability.
When in radar range of land with identifiable features which can be related to charts.
Accuracy.
0.1 NM in good conditions.
Observation errors.
Compass errors.
b) Positions of islands may be inaccurate if surveys are not recent.

Islands and shoals may change due to coral growth or decline.
Volcanic action may change depths and develop uncharted shoals and islands.
Plan adequate distances off islands and shoals.

148
Operate echo sounder throughout.
Maintain visual lookout for uncharted islands and shoal water.
Relate GNSS and celestial positions to radar and terrestrial fixes to detect inaccuracies of charted
positions of land.
Relate terrestrial fixes from different objects to detect inaccuracies of charted positions.
5. (a) Describe the preparations on the bridge prior to arrival at the Panama pilot station. (10)
(b) Outline the information that should be exchanged by:
(i) the Master to the Pilot; (8)
(ii) the Pilot to the Master. (8)
(c) MGN 301 Manoeuvring Information on Board Ships contains details of the information that should
be provided to the Pilot on boarding the ship.
(i) Briefly outline this information. (8)
(ii) Identify SIX pieces of information on the pilot card. (6)
a)
Pre-pilotage information exchange
Update the passage plan been updated following receipt of the Shore-to-Ship Pilot Master Exchange form
and all latest navigational warnings.
Send the ETA with all relevant Information required by local regulations
Consider whether it is necessary to rearrange cargo/ballast.
Check operation of course and engine movement recorders
Synchronise clocks
Confirm communications with the engine control room and mooring stations
Check signalling equipment including flags/lights
Check deck lighting
Confirm preparation of mooring winches and lines, including heaving lines
Confirm pressure on fire main
Organise clearing of anchors.
House stabilisers (and log tubes), if fitted.
Test the steering gear.
Engage manual steering in sufficient time for the helmsman to become accustomed before manoeuvring
commences.
Test the engines ahead and astern.
Complete the Pilot Card.
Confirm pilot embarkation arrangements.
Note VHF channels for the various services, VTS, pilot, tugs.
Note berthing instructions.
Conduct radio check.
Inform the port of any special berthing requirements that the ship may have.
b)
i) Ship Identity.
Communication information.
Ship particulars.
Anchor details.
Manoeuvring characteristics.
Main Engine details.
Defects.
Peculiarities of vessel.
ii)
Pilotage Authority details.
Boarding requirements.
Tug use.
Berth details.
Expected weather and sea state conditions.
Passage plan to the berth.
Regulations including VTS reporting, anchor / lookout attendance, maximum allowable draught.
Navigation hazards, traffic movements, dredging operations…
149
c) i) Pilot Card.
Describes the current condition of the ship, with regard to its loading, propulsion and manoeuvring
equipment, and other relevant equipment.
Wheelhouse poster.
Is permanently displayed in the wheelhouse. It contains general particulars and detailed information
describing the manoeuvring characteristics of the ship
Manoeuvring booklet. Contain comprehensive details of the ship’s manoeuvring characteristics and other
relevant data.
ii)Pilot Card.
Ships name
Date
Call sign
Deadweight
Year built
Draughts
Displacement
Ship's Particulars
Length overall
Anchor chains
Breadth
Stem
Bulbous bow.
Type of engine
Maximum power
Speed (knots)
Manoeuvring engine orders rpm/pitch Loaded Ballast
Time limit astern
Full ahead to full astern time
Maximum number of consecutive starts.
Minimum RPM speed.
Astern power % ahead
Type of rudder
Maximum angle.
Hard-over to hard-over time.
Rudder angle for neutral effect.
Thruster details.
Confirm checks:
Anchors
Whistle
Radar 3 cm 10 cm
ARPA
Speed log Doppler Yes/No
Water speed
Ground speed
Dual-axis
Engine telegraphs
Steering gear
Number of power units operating
Indicators:
Rudder
Rpm/pitch
Rate of turn
Compass system
Constant gyro error.
VHF
Electronic position fixing system type.
150
ONCE AGAIN FAILURE TO READ THE QUESTIONS CAREFULLY COST MANY CANDIDATES.
This was a paper that an average candidate who had done sufficient preparation was going to score very
highly on. The paper was about 75% descriptive and 25% calculation, however the calculation was fairly
straight forward.
Many candidates demonstrated a high level of competence across the paper.
As reported on many occasions, candidates’ failure to read the question carefully resulted in marks being
lost. Examples are given in the comments relating to specific questions
As reported previously, candidates should not use abbreviation and acronyms. Examples used are: Wx;
HDOP; GDOP, NCS; DCS.
Question 1.
(a)(i) A small number of candidates gave the route numbers only, without any narrative and were marked
accordingly.
(b) A number of candidates were unable to correctly calculate the Great Circle d’long when crossing the
180° meridian.
A number of candidates failed to work to a sufficient degree of precision. Rounding the rhumb line
course to 88.5°, when calculating the distance, resulted in a hundred mile discrepancy. However, it was
pleasing to note that there was only an isolated case of ridiculous precision for the final distance - 5
decimal places used.
A small number of candidates used Plane Sailing for Rhumb Line distances over 600 miles, which is not
acceptable.
Approximate distances for the routes are given in the Worksheets. Candidates, who made calculations
errors, resulting in answers far removed from the given distances, therefore clearly in error, were
heavily penalised.
Most easily calculated the two distances, however a number used a different route from what they stated
in part a). A good number did not realise that the central route is a rhumb line track and instead
calculated the GC distance from point U to the landfall at Panama. Some candidates worked out all the
legs along the GC even though they had said DIRECT Great Circle in part a).
(b)(ii) The question required the difference in steaming times. Some candidates only gave the steaming
times and were therefore penalised. Presumably these candidates had failed to read the question fully.
There was an isolated case of ridiculous precision for the time difference – given to seconds.
Question 2.
This question was very poorly answered. Some students show very little knowledge of Ocean weather
even though it is core to the Meteorology unit in the HND! How have they passed the HND unit and not be
able to draw simple pressure systems and wind arrows?
Some candidates showed ITCZ to be at 50 degrees north and/or STAC to be at equator! Other showed
NE/SE trades were in the wrong direction. Only part (c) illustration of currents was adequately answered,
but here too many times the currents were shown in reciprocal directions.
A number of candidates considered that the wind direction stated indicates the direction that the wind is
moving, rather than originating. At Chief Mate level this is of concern.
A number of candidates failed to show that the ITCZ would move to the north of the Equator during the
stated month of June. It may be possible that these candidates did not fully read the question and failed
to consider the month.
(d) Candidates also didn’t know about the typical weather associated with ITCZ for part (d).
Many candidates stated that the associated weather would be severe. Very few candidates demonstrated
a clear knowledge of the predominant weather in the ITCZ.
151
Question 3.
A number of candidates failed to read the question in detail, resulting in the incorrect plotting of the
hurricane position at 23/0300 UT. These candidates used the position given for 22/0300 UT.
(a) Some candidates made mistakes in plotting the positions and/or didn’t show the area of influence of
the hurricane after 24 hours. Quite a few candidates were unable to plot the two positions correctly or
indicate the respective tracks of the TRS and vessel.
A considerable number of candidates either plotted the ship’s positions, the hurricane’s positions, the
course 114°T or West North West incorrectly. Errors in calculation / plotting of distances for the 24 hour
period were not infrequent.
(a)(iii) Many candidates either:
failed to show any area of influence;
failed to show the area of influence extending beyond the 40° sector;
failed to appreciate that the area of influence is not the same as the probable/possible storm centre.
A radius of 200 – 250 miles would be appropriate when considering an area of influence. Some candidates
used a radius of 100 miles, which was considered too small in relation to the storm prognosis.
Many candidates failed to apply the advice from the Mariner’s Handbook to allow 40° on either side of
the path when projecting the storms movement or drew an indication of the size of the storm.
(b) Some candidates chose continuing at vessel’s current course and speed as one of the valid options!
Others decided head to port in N/NE direction, seek shelter or assumed that they were in the navigable
semicircle, forgetting that vessel was not yet in the influence of storm. The advantages and
disadvantages of each action were also not adequately discussed.
There is no justification in heading towards the north / land / port of refuge. The result would be that
the ship is in the Dangerous Semi Circle if the hurricane did not recurve, in the Path if the hurricane
recurves and place the ship closer to danger.
Action for Navigable Semicircle! Do candidates not realise that the storm centre is about 1000’ away?
Head North toward the land and seek shelter in port! Shelter by the large island! Go into higher
Latitudes. Heave to – even though the path has remained the same over last 24 hours. Stop and wait!
(c) Many candidates failed to appreciate that the ship was not yet under the influence of the storm (as
apparent from the plot and also as indicated in the question). These candidates offered action based on
a ship in the Dangerous Semi Circle or Navigable Semi Circle, under its influence and manoeuvring around
the storm centre.
(d) For discussion about the hazards in part candidates mostly decided to discuss operational and
stability based hazards, instead of hazards originating from weather experienced. A considerable number
of candidates failed to appreciate the seriousness of the situation and the associated hazards for a ship
within 80 miles of the centre of a hurricane.
A candidate considered that ice would be a danger.
Question 4.
(a) Availability – when can we reliably use it?
Accuracy – outrageous statements about the accuracy or inaccuracy of each system. Or ‘Very good’!
Errors – more strange statements about the operation of each system.
(i) Only a very small number of candidates discussed GLONASS when discussing GNSS.
LORAN is not a GNSS. GNSS is GLONASS.
Few mentioned GLONASS or the proposed GALILEO systems.
Satellites obscured by islands. Good in high Latitudes. Italian terrestrial television signals?
(ii) Many candidates from one college stated that celestial observations can only be taken 5 times a day.
Celestial positions are usually obtained 3 times a day: morning stars, noon and evening stars. However,
observations can be taken at any time of the day, whenever a celestial body and a clear horizon are
available. Celestial observations can be run to whatever common time suits to obtain a celestial position.
Sky obscured by cloud in the ITCZ. Little discussion of which object are available when and how used. No
sextant available. 24 hours a day.
(iii) Very few candidates considered the poor accuracy of radar bearings or the differences between the
radar wavelengths. Icing on Radar scanners. Available 24 hours! Ranges not accurate. Bearings not
accurate
Many were not aware of the errors involved when using radar for navigation.
(b) Most went into a lot of detail for this part, although many missed the salient points, with regards to
the navigational issued encountered when passing close to remote island chains. A few thought that
celestial navigation was not possible when passing islands.
Use largest scale chart – does UKHO produce them for remote islands!
152
Question 5.
(a) Most candidates used an arrival checklist modified for arrival at a pilot boarding station. The question
was specifically related to preparations on the bridge, however many candidates appeared to think that
the OOW would be responsible for rigging the pilot ladder and clearing away the anchors. In general it
was well answered.
The question required the “preparations on the bridge”. Rigging the pilot ladder or clearing the anchors
is not a preparation that can be done on the bridge. Instructing the deck party to carry out the task /
confirming with the deck party that the task has been completed could be considered as a bridge
preparation. Preparing the Passage Plan is not undertaken prior to arrival. The Passage Plan should be
completed prior to port departure. Updating the Passage Plan and / or contingencies could be
undertaken when information becomes available on approach to the pilot station.
Lots of writing, with very little relevant to preparations on the bridge.
(b) The very high percentage of candidates failed to mention that the master would discuss the passage
plan with the pilot, instead stating that the pilot would inform the Master about the vessel passage plan.
In some cases the passage plan was not discussed by either the Master or the Pilot. Such candidates were
given few marks.
(c) The vast majority of candidates failed to read the question, giving an outline of the contents of MGN
301 as distinct from the required outline of the information to the Pilot.
153

A 1500 TEU feeder container vessel, with a service speed of 18 kts, sails on a long-term charter
between Northern Europe and the Mediterranean; she is fitted with the current required Aids to
Navigation.
1.
The vessel is to transit through the Straits of Gibraltar en-route to Napoli, Italy.
(a) With reference to Datasheets QI (1), (2) and (3):
(i) identify the recommended route from Gibraltar Bay to Napoli, stating the waypoints and the
reasons why it is recommended; (10)
(ii) using the position of the waypoints from QI (a)(i) calculate the course on EACH leg and the total
distance from the Straits of Gibraltar to Napoli. (15)
(b) Calculate the ETA at Napoli (Standard Time) if the vessel leaves the Straits of Gibraltar at 1830
6th June (Gibraltar Standard Time). (10)
a)
i)
The positions of Waypoints off Cap Da Gata and C de Spartivento are not given, assumptions are made.
Route 5.11
Strait of Gibraltar. 36 00 N 005 21 W.
C de Gata 20 NM S 36 23 N 002 11 W
C de Spartivento 10 NM S 38 43 N 008 51 E
Napoli 40 50 N 014 17 E
Taking advantage of the east going current keeping well away from the Spanish Coast.
ii) Distances are less than 600 NM, Plane Sailing may be used.
Strait of Gibraltar. 36 00 N 005 21 W

C de Gata 20NM S 36 23 N 002 11 W
D 00 23 N 003 10 E
D 23 N 190 E
MLat = (36 00 + 36 23) ÷ 2 = 36 11 30

Dep = 190 x cos 36 11 30 = 153.3387787
Co = tan-1 (Dep ÷ DLat) = tan-1 (153.338… ÷ 23) = 81 28 10.32 = N 81½ E
Co = 081½
C de Gata 20NM S 36 23 N 002 11 W

D 02 20 N 011 02 E
D 140 N 662 E
MLat = (36 23 + 38 43) ÷ 2 = 37 33 N
Dep = 662 x cos 37 33 = 524.8480274 E
Co = tan-1 (Dep ÷ DLat) = tan-1 (504.526… ÷ 140) = 75 03 52.03 = N 75 E
Co = 075
154
Napoli 40 50 N 014 17 E
D 02 07 N 005 26 E
D 127 N 326 E
MLat = (38 43 + 40 50) ÷ 2 = 39 46 30 N
Dep = 326 x cos 39 46 30 = 250.551…
Co = tan-1 (Dep ÷ DLat) = tan-1 (250.551… ÷ 127) = 63 07 13.35 = N 63 E
Co = 063
Dis = 155.054… + 543.199… + 280.900… = 979.2 NM
b)
ETD 06-06 18:30 ST
TD 01 -
ETD 06-06 17:30 UT
PT 00-02 06:24 979.2 NM ÷ 18.0 = 54:24
ETA 06-08 23:54 UT
TD 01 +
ETA 06-09 00:54 ST
ST is specified, not DST, although it is June, Summer, and DST would be kept.
2.
Datasheet Q2 shows the extract from IMO Ships' Routeing for the Gibraltar Strait
traffic separation scheme.
(a) With reference to the symbol centred at 36°00'N 005°22'W:
(i) identify the symbol; (3)
(ii) state, with reasons, the significance of the area indicated by the symbol. (7)
(b) With respect to Rule 10 of The International Regulations for Preventing Collisions at Sea 1972
(Traffic Separation Schemes), discuss fully the following proposed routes:
(i) 'A' departing Gibraltar heading West; (6)
(ii) 'B' departing Tanger heading East. (8)
(c) Outline the main objectives of IMO Ships' Routeing systems. (16)
(d) GIBREP is a mandatory reporting system for vessels transiting through the Strait of Gibraltar.
(i) Explain the purpose of such a local reporting system. (6)
(ii) State TWO other similar reporting systems. (4)
a)
i) Precautionary Area.
ii) These are areas of crossing traffic and traffic joining and leaving the TSS where vessels will be
following a wide variety of courses and altering course frequently.
b)
i) Joins the TSS at its Termination at a shallow angle.
Proceeds in the west bound lane.
Keeps clear of the Separation Zone.
Leaves the TSS at the Termination.
ii) Does not join the TSS at the Termination.
Does not join the TSS at a suitably shallow angle.
Proceeds close to the Separation Zone.
c) The purpose of Ship's Routeing is to improve the safety of navigation in converging areas and in areas
where the density of traffic is greatest and where freedom of movement of shipping is inhibited by
restricted sea room, existence of obstructions to navigation, limited depths or unfavourable
meteorological conditions.
The prime objective of Ship's Routeing system adopted by IMO may include some or all of the following :-
The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters
The reduction of dangers of collision between crossing traffic and shipping in established traffic lane.
155
The simplification of the patterns of traffic flow in converging areas.
The organisation of safe traffic flow in areas of concentrated offshore exploration or exploitation.
The organisation of traffic flow in or around areas where navigation by all ships or by certain classes of
ships is dangerous or undesirable.
The reduction of risk of grounding to provide special guidance to vessels in areas where water depths are
uncertain and critical.
The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
d)
i) Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and/or
protection of the marine environment.
ii) In the Dover Strait / Pas de Calais (CALDOVREP)
Off Ushant (OUESSREP)
Or any others.
3.
(a) The Maritime and Coastguard Agency issues information to the Maritime Industry in the form of
Marine Notices.
(i) State the purpose of Marine Guidance Notes. (5)
(ii) Summarise the key points relating to MGN 379: Navigation: Use of Electronic Navigation Aids. (15)
(b) An Automatic Identification System (AIS) is required to be carried by vessels over 300 GT.
(i) Outline the main features of AIS. (12)
(ii) Outline the dangers of using AIS for collision avoidance. (8)
a)
i) Marine Guidance Notices give significant advice and guidance relating to the improvement of the safety
of shipping and of life at sea, and to prevent or minimise pollution from shipping.
ii) Key Points:-
• Be aware that each item of equipment is an aid to navigation.
• Be aware of the factors which affect the accuracy of position fixing systems.
• Appreciate the need to cross check position fixing information using other methods.
• Recognise the importance of the correct use of navigational aids and knowledge of their limitations.
• Be aware of the dangers of over-reliance on the output from, and accuracy of, a single
navigational aid.
b)
i) The regulation requires that AIS shall:
Provide information - including the ship's identity, type, position, course, speed, navigational status and
other safety-related information - automatically to appropriately equipped shore stations, other ships
and aircraft;
Receive automatically such information from similarly fitted ships; monitor and track ships;
Exchange data with shore-based facilities
ii) Not all ships will be fitted with AIS, particularly small craft and fishing boats.
Other floating objects which may give a radar echo will not be detected by AIS.
AIS positions are derived from the target’s GNSS position. This may not coincide with the radar target.
Faulty data input to AIS could lead to incorrect or misleading information being displayed on other
vessels.
Mariners should remember that information derived from radar plots relies solely upon the data
measured by the own-ship’s radar and provides an accurate measurement of the target’s relative course
and speed, which is the most important factor in deciding upon action to avoid collision.
Existing ships of less than 500 gt. which are not required to fit a gyro compass are unlikely to transmit
heading information.
156
4.
Prior to making landfall off Capo Spartivento in the early morning on the 11th June the Master
requests the Officer of the Watch to take a star sight during evening twilight using a DR position
38°46'N 008°23'E.
(a) For the observation during evening twilight:
(i) calculate the UT of Civil Twilight; (6)
(ii) identify, using Datasheet Q4, which stars will be available for the observation; (6)
(iii) select the most suitable stars for a 4 star fix. (4)
(b) The OOW manages to make the following observations, using the DR provided, with thick cloud
and a poor horizon to the south; during the observation period the vessel's course was 075°.
Time UT Star Azimuth True Alt Calc Alt
1908 Deneb 042 12 49.3 13 02.5
1923 Vega 062 28 54.2 29 03.7
1942 Dubhe 330 59 33.6 59 41.8
Find the vessel's Most Probable Position at 1930 UT, assuming no random error exists.
(c) Discuss the reliability of the fix obtained in Q4(b).
a)
i) CT
40 N 10 20:01
35 N 10 19:43
T1 00 00:13 5, 03 46, 18
38 46 10 19:56 UTG Du D
LiT 00 00:34 E - 008 23 ÷ 15
CT 10 19:22 UT V
P
ii)
GHA A 10 19 184 00.9
Inc 22 005 30.9 +
Lon 008 23 E + A
LHA A 197 54.8 R
LHA A 198
Deneb 13 49 042 1.3 Low altitude S
Vega 29 03 062 0.1 1 Brightest
Alphecca 57 46 102 2.3 Low brightness.
Spica 39 41 176 1.2 3 Bright, good angle from Vega / Regulus.
Regulus 41 19 249 1.3 2 Bright, nearly opposite Vega
Pollux 23 22 288 1.2 Low altitude.
Dubhe 60 06 330 2.0 4 Nearest opposite Spica
b)
Star True Alt Calc Alt Int

Deneb 12 49.3 13 02.5 13.2 A
Vega 28 54.2 29 03.7 9.5 A
Dubhe 59 33.6 59 41.8 8.2 A
Transfers
Den (19:30 – 19:08) x 18.0 = 6.6 F
Veg (19:30 – 19:23) x 18.0 = 2.1 F
Dub (19:30 – 19:42) x 18.0 = 3.6 B
157
Plot
Co 075
Den 6.6 F 042 13.2 A
Veg 2.1 F 062 9.5 A
Dub 3.6 B 330 8.2 A
DLat 1.2 S
Dep 0.6 W
MLat = 38 46 – 00 01.2 ÷ 2 = 38 45.4

DLon = 0.6 ÷ cos 38 45.4 = 0.8 W
AP 38 46 N 008 23 E
D 00 01.2 S 000 00.8 W
MPP 38 44.8 008 22.2 E
c)
The MPP is close to the AP, this may indicate a sound position.
The observer has not used the poor horizon which would lead to inaccurate observations.
The error in the observations is 6.6 NM, this implies an Index Error that has not been applied, or applied
in the incorrect direction.
The angle between bearings of Deneb and Vega is small, any error will have a large effect on the
Observed Position.
Deneb is at a low altitude, abnormal refraction is more likely to have a significant effect.
158
159
5.
On the return voyage the vessel follows the recommended route, and is approaching the rock of
Gibraltar on a course of 227° T, with the intention to anchor in Gibraltar bay.
Europa Point is the southern-most point on Gibraltar and the Master has decided on a 2.5 mile cross-
index range to stbd. The radar is set up on a Relative Motion ground stabilised display.
(a) When Europa Point is abeam to starboard the course is altered to 270°T for 3 miles and the
course then altered 325°T for the 4 mile approach into the bay.
(i) On Worksheet Q5 draw the parallel index lines that would be required for the track to the
anchorage position, as they would appear on the 6 mile range. (12)
(ii) State the range and bearing of Europa Point when the vessel is anchored. (6)
(b) Describe the precautions that should be observed prior to using parallel indexing techniques. (12)
(c) State FIVE precautions the OOW should consider for this part of the passage. (5)
a)
i) Plot.
ii) 113 x 3.8
b)
Tune radar for optimum performance.
Check gyro compass error and allow accordingly.
Align heading marker with vessel’s fore and aft line.
Align heading marker with vessel’s head.
Select appropriate range scale for the passage.
Check accuracy of Variable Range Marker, Electronic Bearing Marker and Fixed Range Rings.
Select targets which are readily identifiable and not liable to misidentification.
Place Parallel Index Lines with care as to range and alignment.
Select targets and Parallel Index Lines to provide continuous monitoring throughout the passage.
c)
Local notices which may require modification of the Passage Plan.
Reporting requirements.
Pre arrival checks of bridge equipment, steering, engines.
Bridge manning appropriate to the situation.
Traffic entering and leaving the bay on a wide range of courses and travelling at a wide range of speeds.
Vessels anchored in the bay, possibly requiring a modification of the passage plan and anchoring position.
160
270 3.0
Abeam
270 3.0
227
CIR 325 4.0
2.5 S
113 3.8
Anchor
161
SQA NAVIGATION. 2014-11-27.

A 17500 GT Cargo Vessel, with a service speed of 16.2 knots, sails on a long term charter between
Florida and the Eastern Mediterranean, she is fitted with the current required Aids to Navigation.
1. The vessel sails from Fort Lauderdale, 26°08'N 080°08'W, Florida, on 2nd March bound for
Lisboa, Portugal.
(a) With reference to Datasheets Q1 (1) and Q1 (2), identify the route recommended for this passage
and estimate the position of the vertex. (6)
(b) At the start of the great circle the vessel's Winter Marks are submerged by 188 tonnes and she
consumes 36 t of fuel and 8 t of water per day. The southern limit of North Atlantic Winter Seasonal
Zone Il, from 1 November to 31 March, is 36° N.
Using departure position 'A' , calculate EACH of the following:
(i) the distance the vessel must steam to consume the excess tonnage; (6)
(ii) the distance to an appropriate vertex on the Limiting Latitude of 36° N; (7)
(iii) the shortest legal distance to Lisboa, assuming a direct great circle is not possible; (18)
(iv) the ETA at Lisboa (Standard Time) if the vessel passes position 'A' at 1045 on 2nd March (Florida
Standard Time). (8)
a) 2.82 2.82.1
Rhumb line to G 30 00 N 79 40 W.
Great Circle to Lisboa 38 36 N 009 24 W
Vertex 41 N 032 W
162
b) P
i) 188mt ÷ (36mt + 8mt) x 24:00 x 16.2 = 1661.236364 NM
ii)
A V
A 27 00 N 079 49 W V
V 36 00 N
PA = 90 – 27 00 = 63 00
PV = 90 – 36 00 = 54 00 PV AV
90-P 90-A
sin (90 – PA) = cos AV x cos PV 90-PA
cos AV = sin (90 – PA) ÷ cos PV
AV = cos -1 (sin (90 – PA) ÷ cos PV)
AV = cos -1 (sin (90 – 63 00) ÷ cos 54 00)
AV = 39 25 56.56 x 60
AV = 2365.942631 NM
iii)
A 27 00 N 079 49 W
L 36 00 N
B 38 36 N 009 24 W
PA = 90 – 27 00 = 63 00
PW = 90 – 36 00 = 54 00
PB = 90 – 38 36 = 51 24
APB = 079 49 – 009 24 = 070 25 E
AW = 1661.236364 NM ÷ 60 = 27 41 14.18
P B L A
E
C
B
L
W V
Cos AB = Cos P x sin PA x sin PB + cos PA x cos PB

Cos AW = Cos P x sin PA x sin PW + cos PA x cos PW
Cos P = (Cos AW - cos PA x cos PW) ÷ (sin PA x sin PW)
P = cos-1 ((Cos AW - cos PA x cos PW) ÷ (sin PA x sin PW))
P = cos-1 ((Cos 27 41 14.18 - cos 63 00 x cos 54 00) ÷ (sin 63 00 x sin 54 00))
DLon AW = 30 52 52.6
DLon WB = DLon AB – DLon AW = 070 25 – 30 52 52.6

DLon WB = 39 32 07.4
163
Cos AB = Cos P x sin PA x sin PB + cos PA x cos PB
Cos WB = Cos P x sin PW x sin PB + cos PW x cos PB
WB = cos-1 (Cos P x sin PW x sin PB + cos PW x cos PB)
WB = cos-1 (Cos 39 32 07.4 x sin 54 00 x sin 51 24 + cos 54 00 x cos 51 24)
WB = 31 18 51.67 x 60
Dis WB = 1878.861149 NM
Dis AWB = 1661.236364 + 1878.861149 = 3540.097513

Dis AWB = 3540.1 NM
iv)
ETD 03 02 10:45 ST
TD 05 +
ETD 03 02 15:45 UT
PT 09 02:31 3540.097513 ÷ 16.2 = 218 31 28.34…
ETA 03 11 18:16 UT
TD 00
ETA 03 11 18:16 ST
2. At 2140 UT on the evening of 9th March, in position 39°52’N 017'40’W vessel steering 098° T at
the service speed, the Master writes in his Night Orders for the Officer of the Watch to take stars the
following morning.
(i) the UT of Civil Twilight on 10th (10)
(ii) the vessel's DR position at Civil Twilight; (7)
(b) Using Datasheet Q2:
(i) identify the stars available to be observed at Civil Twilight; (10)
(ii) state, with reasons, which FOUR stars would be most suitable for a high confidence fix. (8)
a)
i)
CT
40 N 09 05:54 12 05:50
35 N 09 05:54 12 05:50
D 00:01 - (05:50 – 05:54) ÷ 3
39 52 N 10 05:53 UTG
LiT 01:11 + 017 40 W ÷ 15
CT 10 07:04 UT
PT = T2 – T1 = 10 07:04 – 09 21:40 = 09:24

Dis = Sp x T = 16.2 x 09:24 x 152.28 NM
DLat = Dis x cos Co = 152.28 x cos 098 = 21.19327981 S = 00 21 11.6 S
MLat = Lat A ± DLat ÷ 2 = 39 52 N – 00 21 11.6 ÷ 2 = 39 41 24.2 N
Dep = Dis x sin Co = 152.28 x sin 098 = 150.7980215 NM (SQAFS Dep = DLat x tan Co)
DLon = Dep ÷ cos MLat = 150.7980215 ÷ cos 39 41 24.2 = 195.9661878 ÷ 60 = 003 15 57.97 E
A 39 52 N 017 40 W
D 00 21.2 S 003 16.0 E
DR 39 30.8 N 014 24.0 W
39 30.8 N 10 05:53 UTG

LiT 00:58 + 014 24.0 W ÷ 15
CT 10 06:51 UT
164
ii)
PT = T2 – T1 = 10 06:51 – 09 21:40 = 09:11
Dis = Sp x T = 16.2 x 09:11 x 148.77 NM
DLat = Dis x cos Co = 148.77 x cos 098 = 20.70478223 S ÷ 60 = 00 20 42.29 S
MLat = Lat A ± DLat ÷ 2 = 39 52 N – 00 20 42.29 ÷ 2 = 39 41 38.86 N
Dep = Dis x sin Co = 148.77 x sin 098 = 147.3221806 NM (SQAFS Dep = DLat x tan Co)
DLon = Dep ÷ cos MLat = 147.3221806 ÷ cos 39 41 38.86 = 191.4605305 ÷ 60 = 003 11 27.63 E
A 39 52 N 017 40 W
D 00 20.7 S 003 11.5 E
DR 39 31.3 N 014 28.5 W
b)
i)
GHA A 10 06 257 48.1
Inc 51 012 47.1
Lon 014 28.5 W –
LHA A 256 06.7
Deneb 1.3 50 23 064 Bright. Near reciprocal bearing to Arcturus. Good altitude.
Altair 0.9 41 34 118 Bright. Good angle from Arcturus / Deneb. Good altitude.
Nunki 2.1 18 47 154 Less bright. Low altitude.
Antares 1.2 23 05 188 Low altitude.
Arcturus 0.2 48 29 252 Brightest. Good altitude.
Alkaid 1.9 54 35 302 Bright. Near reciprocal bearing from Altair. Good angle from
Arcturus / Deneb. Good altitude.
Kochab 2.2 52 30 346 Less bright.
See Plot.
ii)
Deneb 1.3 50 23 064 Bright. Near reciprocal bearing to Arcturus. Good altitude.
Altair 0.9 41 34 118 Bright. Good angle from Arcturus / Deneb. Good altitude.
Arcturus 0.2 48 29 252 Brightest. Good altitude.
Alkaid 1.9 54 35 302 Bright. Near reciprocal bearing from Altair. Good angle from
Arcturus / Deneb. Good altitude.
165
Koc
Alk
Den
Arc
Alt
Nun
Ant
3. (a) The Maritime and Coastguard Agency issues information to the Maritime Industry in the form of
Marine Notices.
(i) State the purpose of Merchant Shipping Notices. (3)
(ii) Describe the contents of MSN 1781 The Merchant Shipping (Distress Signal and Prevention of
Collisions) Regulations 1997 - Amendments to Annex IV (Distress Signals). (6)
(b) Maritime Safety Information is broadcast via the World Wide Navigational Warning System
(WWNWS) and may be received by NAVTEX.
(i) Outline the function of the WWNWS and the different radio navigational warnings. (10)
(ii) State FIVE of the categories of information concerning principal shipping routes. (10)
(iii) Explain the function and purpose of a NAVTEX receiver. (6)
(iv) NAVTEX messages are grouped into different subjects:
(1) State those that cannot be rejected by a NAVTEX receiver; (3)
(2) State those that should not be rejected by a NAVTEX receiver. (2)
a)
i) Merchant Shipping Notices are used to convey mandatory information that must be complied with
under UK legislation.
These MSNs relate to Statutory Instruments and contain the technical detail of such regulations.
ii) The MSN sets out amendments to the Distress Signals.
(d) a signal made by any signalling method consisting of the group ... --- ... (SOS) in the Morse Code;
This replaces the specification of a Radiotelegraph signal.
(l) a distress alert by means of digital selective calling (DSC) transmitted on:
(i) VHF channel 70, or
(ii) MF/HF on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz;
(m) a ship-to-shore distress alert transmitted by the ship’s Inmarsat or other mobile satellite service
provider ship earth station;
166
b)
i)
The World-Wide Navigational Warning Service (WWNWS), is a co-ordinated global service for the
promulgation of navigational warnings.
NAVAREA I Warnings contain information concerning principal shipping routes which are necessary for the
mariner to know before entering coastal waters
COASTAL Warnings
1. Coastal warnings are issued for information which is of importance only in a particular coastal region;
they are not restricted to main shipping lanes.
LOCAL Warnings
1. Local warnings supplement the Coastal warning service by giving detailed information on aspects which
the ocean going vessel normally does not require.
ii)
a. Failure of and changes to major navigational aids.
b. Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C).
d. Areas where SAR or anti pollution operations are taking place (for avoidance of such areas).
f. Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities.
iii) A Navtex receiver is an automated medium frequency direct-printing receiver for navigational and
meteorological warnings and forecasts, as well as urgent marine safety information, transmitted to ships.
iv)
1)
A Navigational warnings.
B Meteorological warnings.
D Search & rescue information, and pirate warnings.
2)
L Navigational warnings — additional to letter A
4. On a subsequent eastbound voyage while in position 31°40’N 076°30'W steering 075°, the vessel
receives a warning that a category 2 hurricane is in position 28° 00’N 065°30’W moving NNW at 12
knots, with estimated wind speeds of 50 knots at 120' and 75 knots at 80' from the centre.
(a) On Worksheet Q4 plot:
(i) the position of the storm and the vessel; (2)
(ii) the vessel's DR position and the area of influence of the storm in 24 hours. (7)
(b) Describe the expected weather the vessel would encounter over the above 24 hours, if both the
vessel and the storm continue on their current paths. (14)
(c) Discuss THREE possible courses of action the Master could take to avoid the worst of the storm
influence. (12)
(d) Explain which single action from 4(c) a prudent Master should take. (5)
a)
ii)
16.2 x 24:00 = 388.8 NM
12 x 24:00 = 288 NM
Radius of gale force winds, 34 kn, probably approximately 240 NM.
167
b)
Initially the vessel is outside the storm field west of the tropical anticyclone.
Changes due to entering the storm field and then approaching the storm.
Wind.
S becoming N, veering to NNE.
20 kn, increasing to 34 kn at the edge of the storm field and subsequently to approximately 70 kn.
Wind waves.
2m increasing to 15m
Swell
ExS, not changing significantly.
10m increasing to 15m.
Pressure.
Normal with diurnal variation, diurnal variation ceasing at the edge of the storm field and pressure
falling increasingly rapidly thereafter.
Cloud.
Moderate cumulus then bands of cirrus from storm direction and increasing to total coverage of
cumulonimbus.
Weather.
Fair then increasing heavy rain possibly with hail; lightning and thunder.
c)
The direction of movement of the storm indicates that it is recurving.
It is likely to continue recurving toward north and north east.
The speed of movement is likely to increase in higher latitudes.
It is likely to travel over water with lower temperature, decreasing in intensity.
1. Stop.
2. Proceed on the intended course at a speed sufficiently reduced to remain out of the storm field.
3. Proceed in a SxE direction remaining out of the storm field.
In all cases monitor storm warnings and meteorological elements to determine the movement of the
storm and act accordingly if the storm movement brings it toward the vessel.
d)
Proceed in a SxE direction remaining out of the storm field.
This should maintain an adequate distance from the storm and its probable future positions.
Continue to monitor storm warnings and meteorological elements to determine the movement of the
storm and act accordingly if the storm movement brings it toward the vessel.
168
169
5. Vessels engaged on coastal and ocean voyages need to rely on various navigational aids and
position fixing systems.
Discuss the availability, accuracy and sources of error (both Random and Systematic) of EACH of the
following:
(a) Global Navigation Satellite Systems (GNSS); (10)
(b) Celestial observations; (15)
(c) Terrestrial observations. (15)
a)GNSS.
Availability.
Continuously.
Accuracy.
<10m if DGPS available.
b) Celestial.
Availability.
Daytime, Sun, Moon, Venus.
Accuracy.
Sextant errors.
Chronometer error.
c) Terrestrial.
Availability.
When in sight or radar range of land with identifiable features which can be related to charts.
Accuracy.
0.1 NM in good conditions.
Observation errors.
Compass errors.
170

A 24500 GT Tanker, with a service speed of 16.0 knots, is chartered to sail between ports in
Western Australia and the East Coast of Africa; she is fitted with the current required Aids to
Navigation.
1. The vessel makes a series of voyages between Mombasa (Kenya) and Port Headland (Western
Australia).
(a) With reference to Datasheets Q 1(1). Q 1(2) and Q1 (3) identify and describe the routes
recommended for this passage and discuss why there is a different route Eastbound to Westbound.
(20)
(i) the distance by the recommended route from Mombasa 04°05’S 039°43’E, to Port Headland pilot
station 20°16’S 11 8°36’E; (20)
(ii) the ETA at Port Headland pilots, Standard Time, if the vessel sails from Mombasa at 0800 ST 12
January. (10)
PASSAGES BETWEEN MOMBASA AND SINGAPORE OR AUSTRALIA

6. 111.1
For places between Darwin (12°25’S, 130°47’E) and Cape Leeuwin (34°23’S, 115°08’E) the routes
are directional:
(a) East-bound from Mombasa (4°05’S, 39°43’E) the routes are:

Passing through 3°00’S, 54°00’E (T), 50 miles N of the Seychelles Group, thence:
Through 4°00’S. 73°30E (A), thence:
Through 10°00’S, 80°00E (B), thence:
As direct as navigation permits. either to the appropriate recommended track (6.85) (Y), or:
To destination.
171
(b) West-bound from the Australian coast S of Darwin (12°25’S, 130°47’E) are:
By great circle, as near as navigation permits, keeping N of 30°00’S, 100°00’E (F).
1.
a) 6.111.1 (a) Eastbound
Mombasa,
Rhumb Line to T 03 00 S 054 00 E
Rhumb Line to A 04 00 S 073 30 E
Rhumb Line to B 10 00 S 080 00 E
Great Circle to Port Hedland
6.111.1 (b) Westbound.

Port Hedland, Great Circle to Mombasa
The area is subject to the Equatorial Counter Current flowing eastward near the Equator and the South
Equatorial Current flowing westward further south.
The northern route eastwards uses the favourable effect of the Equatorial Counter Current.
The southern route westwards uses the favourable effect of the South Equatorial Current.
b) i)
Mom 04 05.0 S 243.54 S 039 43.0 E
T 03 00.0 S 178.86 S 054 00.0 E
d 01 05.0 N 64.68 N 014 17.0 E
d 65.0 857
Co = tan-1 (DLon ÷ DMP) = tan-1 (857 ÷ 64.68) = 85 41 02.12

T 03 00.0 S 178.86 S 054 00.0 E

A 04 00.0 S 238.56 S 073 30.0 E
d 01 00.0 S 59.70 S 19 30.0 E
d 60.0 1170.0

A 04 00.0 S 238.56 S 073 30.0 E

B 10 00.0 S 599.01 S 080 00.0 E
d 06 00.0 S 360.45 S 006 30.0 E
d 360.0 390.0

B 10 00.0 S 080 00.0 E

PH 20 16.0 S 118 36.0 E
d 038 36.0 E
PA = 90 – 10 00.0 = 80 00.0
PB = 90 – 20 16.0 = 69 44.0
Dis = cos-1 (Cos P x sin PA x sin PB + cos PA x cos PB)

Dis = cos-1 (Cos 038 36.0 x sin 80 00.0 x sin 69 44.0 + cos 80 00.0 x cos 69 44.0)
Dis = 38 32 32.07 x 60 = 2312.534422
172
Dis MT 863.6893263
Dis TA 1177.409171
Dis AB 530.3965137
Dis B PH 2312.534422
Dis 4884.029433
Dis 4884.0 NM
ii)
ETD 12 08:00 ST
TD 03 –
ETD 12 05:00 UT
PT 12 17:15
ETA 24 22:15 UT
TD 08 +
ETA 24 30:15 ST
ETA 25 06:15 ST
ETA 01-25 06:15 ST
2. On Worksheet Q2 for a voyage in January, illustrate and name the following:

(a) the pressure distribution over the Ocean; (6)
(b) the associated wind circulation; (8)
(c) the main Ocean currents; (14)
(d) the approximate location of meteorological hazards. (7)
173
NE Monsoon
NE Monsoon Current
Equatorial Counter Current
Tropical Revolving Storms Tropical Revolving Storms

Inter Tropical Convergence Zone
S Equatorial Current
Tropical Revolving Storms

SE Trades
High Pressure
174
Mozambique Current
W Australian
Current
Agulhas Current Westerlies
Polar Frontal Deoression. High winds. High waves Heavy swell. Extreme single waves.
Low Pressure.
Southern Ocean Drift Current
3. (a) SOLAS Chapter V Regulation 19 - “Carriage requirements for shipborne navigational systems
and equipment” details the navigational equipment to be carried by ocean going vessels.
List 15 items of the navigational equipment that must he carried for the voyage in Q1. (15)
(b) On the passage to Port Headland on 22nd January in position 019°48’S 107°35’E the 00W
observes Venus in the western sky just after sunset bearing 264°C.
Chronometer 11h 37m 07s with an error of 2m 27s slow.
Variation 1.5°E
(i) Calculate the deviation of the magnetic compass. (15)
(ii) Explain what the 00W and Master should do if a large Deviation is obtained. (10)
3 a)
All ships.
Standard Magnetic Compass.
Pelorus.
Means of correcting heading and bearings to true.
Nautical Charts or ECDIS.
Nautical Publications.
Back up arrangements for ECDIS.
GNSS or TRNS.
Radar reflector if less than 500 GT.
Sound reception system if totally enclosed bridge.
Means of communication between bridge and emergency steering position.
Ships of 150 GT and upward (and passenger ships.)

Spare magnetic compass.
Daylight signalling lamp.
Ships of 300 GT and upward (and passenger ships.)

Echo sounder.
Radar 9GHz.
ARPA.
Log.
Heading transmitting device for input to other equipment.
Ships of 300 GT and upward on international voyages, cargo ships of 500 GT and upward (and passenger
ships.)
AIS.
Ships of 500 GT and upward

Gyro compass or equivalent.
Gyro repeater or other heading indicator at the steering position.
Gyro repeater or equivalent for taking bearings.
Indicators of rudder, propeller, thrust, pitch, lateral thrust as relevant at the conning position.
ARPA.

3 GHz radar.
Second ARPA.

ARPA, 20 targets.
Autopilot.
(Ships of 50000 GT and upward

Rate of turn indicator.
Ground speed and transverse speed indicator.)
(Sextant and chronometer??)
175
b)
SS 01-22 20S 18:45 UTG
LiT 07:10 107 35 ÷ 15
SS 11:35 UT
CT 11:37:07
CE 00:02:27 S
UT 11:39:34
GHA V 22 11 296 30.6 Dec S 04 13.0

v 0.2 000 00.1 + d 1.2 - 00.8 -
Inc 39:34 009 53.5 + Dec S 04 12.2
Lon 107 35.0 E +
LHA 413 59.2
360 -
LHA 053 59.2
A = tan Lat ÷ tan LHA = tan 19 48.0 ÷ tan 053 59.2 = 0.2616994328 N
B = tan Dec ÷ sin LHA = tan 04 12.2 ÷ sin 053 59.2 = 0.09085882218 S
C = A ± B = 0.261… - 0.090… = 0.1708406106 N
Az = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.170… x cos 19 48.0)) = 80 52 06.6 = N 80.9 W
TB 279.1
MCB 264 -
MCE +015.1 E
V +001.5 E –
Dev 013.6 E
Dev 13½ E
ii)
OOW.
Compare the observation with the Deviation Card and recent observations and inform the Master if
significantly different from either.
Repeat the observation to confirm the finding.
Repeat the calculation to check for errors.
Examine the area around the compass binnacle for extraneous magnetic material which may be causing
the error.
Check chart and Sailing Directions for a possible local magnetic anomaly.
(Unlikely in depths greater than 40 m.)
Master.
Check the horizontal and vertical magnets, soft iron spheres and Flinders bar, against the positions
recorded at the most recent compass adjustment.
Orientation of the magnets.
Positions of the horizontal magnets.
Height of the vertical magnets.
Distance of soft iron spheres from the compass bowl.
Amount of soft iron in the Flinders bar.
Restore to previous positions if found to be different.
Repeat observations to establish deviations on the full range of headings.

Consider correcting the compass.
Arrange for correction of the compass by a qualified Compass Adjuster as soon as practical.
176
4. The vessel is due to complete loading in Port Headland in 12 hours when a Tropical Cyclone
warning is received:
“Tropical Cyclone NARELLE in position 13°30’S 116°00’E is now moving in a direction of SSW at 7
knots. Central pressure estimated as 970 hPa with maximum winds of 70 knots.”
(a) On Worksheet Q4 plot the position of the storm and the area it could be influencing in 12 hours.
(6)
(b) Outline the factors that the Master must consider for EACH of the following actions, in light of the
proximity of Tropical Cyclone NARELLE:
(i) remaining in the port; (12)
(ii) sailing to an anchorage; (10)
(iii) sailing to the open sea. (12)
a)
Probable Movement 040 either side of forecast path.
Dis = 7 kn x 12:00 = 84 NM.
Radius of 34 kn winds approximately 180 NM
177
b)
i)
Availability of assistance from ashore.
Availability of additional mooring lines.
Changing water level due to storm surge.
Damage to mooring lines, including parting, due to wind pressure.
Damage to mooring lines, including parting, due to ranging.
Damage to the vessel due to high wind.
Damage to the vessel due to debris from ashore carried by the wind.
Damage to the vessel due to ranging or breaking free from the moorings.
Damage to the vessel by other vessels ranging or breaking free from their moorings.
Tugs not available in the event of breaking out.
ii) Quality of the holding ground in the anchorage.

Space available in the anchorage.
Degree of shelter from land.
Depths of water.
Probability of contact with the sea bed if rolling or pitching.
State of loading, draft / freeboard.
Potential for damage in the event of own or other vessels dragging anchor.
State of the vessel’s windlass and anchor cables.
Navigational marks available for monitoring the vessel’s position.
Limited availability of assistance.
Potential difficulty of navigating to open water if the anchorage becomes untenable.
iii)
Vessel may be in the Dangerous Quadrant of the storm if it comes within the storm field.
Ability to take appropriate action in changing circumstances.
Availability of assistance.
Probability of the vessel foundering.
Probability of survival in the event of foundering.
Draft / freeboard and effects in extreme sea conditions.
Depth of water, probability of contact with sea bed if rolling / pitching heavily.
Sea room available.
Power of vessel.
Sea keeping properties of the vessel.
Fuel reserves.
Known and potential defects of the vessel’s equipment.
5. (a) In the International Management Code for the Safe Operation of Ships and for Pollution
Prevention (ISM Code) one of the Master’s responsibilities is to “issue appropriate orders in a clear
and simple manner”, with regard to Navigation.
Explain how the Master complies with this responsibility. (10)
(b) Describe the contents of Master’s Standing Orders and outline the factors that should be taken
into account when compiling them. (25)
a) The Master complies with the responsibility by compiling appropriate Standing Orders and Night Orders
which must be read and signed by watchkeeping officers.
Emergency Bridge Procedures must also be compiled.
A Bridge Team meeting held to discuss the proposed passage.
Standing Orders:
Set out the circumstances in which the Master requires to be called.
Lay down ground rules for the conduct of the officers in various circumstances.
Reinforce particular procedures which the Master requires to be followed.
Establish the responsibilities of the officers.
Minimise the probability of error endangering the vessel.
Establish practices of monitoring performance.
178
Establish procedures for the transfer of responsibility for the navigational watch.
Night Orders:
Set out the Master’s requirements for a particular set of circumstances probably of relatively short
duration.
b)The Master’s Standing Orders are specific to the vessel and supplement official publications such as
STCW, Bridge Procedures Guide and Company ISM manuals and set out for OOWs the actions to be taken
in particular circumstances such as above, and:
Restricted visibility:
Inform the Master.
Inform Engine Room.
Adjust speed appropriately.
Post additional lookouts.
Commence sounding appropriate fog signals.
Switch on navigation lights.
Monitor radar and commence plotting.
Plot position at appropriate intervals.
Engine failure.
Inform the Master.
Exhibit NUC signals.
Commence sounding appropriate fog signals.
Use headway to manoeuvre away from hazards.
Plot position at appropriate intervals.
Note probable current, tide, wind effects.
Steering gear failure.

Inform the Master.
Exhibit NUC signals.
Engage emergency steering.
Take way off the vessel.
Note probable current, tide, wind effects.
Malfunction of navigational equipment.

Inform the Master.
Inform the ETO.
Consider effect of malfunction.
Use alternative methods of position fixing and directional control.
Extreme weather conditions.

Inform the Master.
Inform Engine Room.
Inform heads of departments to initiate appropriate precautions.
Adjust speed appropriately.
The following factors should be taken into account in compiling these:

Ship type.
Trading pattern.
Relevant experience of the personnel involved.
179

A 12000 GT General Cargo vessel makes regular voyages, throughout the year, from the Caribbean to
Europe. She is fitted with all current aids to navigation and carries the minimum manning for her
certificate.
1. The vessel sails from NE Providence Channel to a position 5’ South of Bishop Rock.
(a) With reference to Datasheets Q1(1), (2) and (3):
(i) identify the route recommended for the passage; (2)
(ii) state the season for icebergs near the Grand Banks of Newfoundland; (2)
(iii) state the general limits for icebergs near the Grand Banks of Newfoundland. (2)
(b) With reference to Datasheet Q1(2) identify the waypoints for the NE Providence
Channel and the position 5’ South of Bishop Rock. (2)
(c) Using the waypoints identified in Q 1(b) calculate EACH of the following:
(i) the great circle distance; (6)
(ii) the initial course; (8)
(iii) the position of the vertex. (12)
(d) On Worksheets Q1 (c)( 1) and Q1 (c)(2) draw the great circle track. (16)
a)
i) 2.84 Great Circle.
ii) 2.26 From March to July, greatest frequency April, May and June.
iii) 2.26 Bergs are not normally found South of 40 N or East of 040 W.
b)
NE P C 25 50 N 077 00 W
5 NM S of BR 49 47 N 006 27 W
c)
i) DLon = 077 00 – 006 27 = 070 33 E
PA = 90 -25 50 = 64 10
PB = 90 – 49 47 = 40 13

Dis = 58 14 48.57 x 60
Dis = 3494.8
ii) A = tan Lat A ÷ tan DLon = tan 25 50 ÷ tan 070 33 = 0.1709665186 S

C = A ~ B = 0.170… ~ 1.254… = 1.083250836 N
Azi = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (1.083… x cos 25 50)) = 45 43 31.17 = N 45½ E
ICo = 045½ P
sin Mid = cos Opp x cos Opp

PV = sin-1 ( cos (90 – A) x cos (90 – PA)) A V
PV = sin-1 ( cos (90 – 45 43 31.17) x cos (90 – 64 10)) V
PV = 40 07 27.5 ~ 90 = 49 52 32.5
Lat V = 49 52.5 N PV AV
90-P 90-A
90-PA
180
sin (90 – PA) = tan (90-P) x tan (90 – A)
tan (90 – P) = sin (90 – PA) ÷ tan (90 – A)
P = 90 – tan-1 (sin (90 – 64 10) ÷ tan (90 – 45 43 31.17)) = 65 55 07.39
DLon AV = 065 55.1 E
Lon V = Lon A ± DLon AV = 077 00.0 W – 065 55.1 E
Lon V = 011 04.9 W
181
2. Ice can present a serious hazard to any vessel.
(a) Outline the guidance provided in the Mariners Handbook NP 100 on EACH of the
following:
(i) the preparations before the vessel approaches ice; (8)
(ii) the considerations before entering ice; (14)
(iii) when making an entry. (10)
(b) Write a section of the Master’s Standing Orders regarding navigating in or near ice. (8)
a) The most relevant eight of:

i) Vessel winterisation
6.39
The ship’s staff should take early precautions to avoid damage to hull and machinery, and to minimise
risk of commercial loss whilst in port by carrying out items on the following check-list, not necessarily
fully comprehensive, with respect to operations in ice:
Ice-operations draught, trim and stability permitting, empty or slack off all wing and double bottom
water ballast and fresh tanks, and slack all fresh water tanks.
However, ensure that draughts, trim and stability are in accordance with ice classification, allowing for
icing.
Ensure all the heating and air bubble tank systems are in working order.
Check bunker status, especially with respect to quantities of Diesel/Marine Gas Oil, taking into account
the increased manoeuvring, and add cold temperature additives as required.
All radars are fully operational and scanner heating arrangements functioning.
All searchlights are operational and availability of spare lamps.
Bridge window heating and wiper/clear view screen/window wash heating systems fully functional.
Protect mooring equipment and ropes from icing.
Test satisfactory operation of any superstructure heating arrangements.
Ensure all heating systems to deck machinery spaces are fully functional.
Drain external fire-main and deck line systems.
Ensure all deck machinery is protected by low temperature grease and anti-freeze.
Ensure all life saving equipment will be available in freezing conditions, lifeboats fitted with working
heaters, engines with anti-freeze, water tanks slack.
Ensure all ship’s staff supplied with cold weather and survival equipment.
Consider additional requirements for abandoning ship in what may be consolidated pack ice.
Check stocks of salt, or proprietary products, for melting ice and sand for anti—slip.
Ensure sufficiency and availability of wooden mallets/mawls, snow shovels etc for ice removal.
Consider employment of additional deck hands to permit relief systems in freezing conditions.
Ensure all rigging is set up correctly to withstand the shock of ice collisions.
Ensure availability of lower sea suctions, check heating/compressed air clearance systems and sea-water
recirculation systems.
Ensure bunker tank heating systems fully functional.
Ensure all main/auxiliary/steering/thruster/cpp machinery space heating systems fully functional.
Ensure status of cathodic protection, impressed current, is set for ice operations.
In port, never stop the hydraulic pumps for controllable pitch propellers.
Ensure that the rudder and rudder angle indicators are in alignment.
Ensure functionability of main and spare Not-Under Command lights.
ii) Considerations before entering ice

6.59
Ice should not be entered if an alternative, although longer, route is available. Before deciding to enter
the ice the following factors need to be considered:
Latest ice report detailing the type and concentration of the ice in the area.
Time of year, weather and temperature.
Area of operation.
Availability of ice manoeuvring modes from all equipment and machinery spaces.
Availability of icebreakers.
Availability of any airborne support.
Availability of potential mutual support/advice from other vessels in the area.
Vessel’s ice class in relation to the type of ice expected.
182
State of hull, machinery and equipment, and quantity of bunkers and stores available.
Draught, with respect to any ice strengthened belt, and depth of water over the propeller tips and the
rudder.
Ice experience of the person in charge on the bridge.
iii) Making an entry

6.63
The following principles govern entry into the ice:
Where the existence of pressure is evident from hummocking and rafting, entry should not be attempted.
The ice should be entered from leeward, if possible, as the windward edge of an icefield is more
compact than the leeward edge, and wave action is less on the leeward edge.
The ice edge often has bights separated by projecting tongues.
By entering at one of the bights, the surge will be found to be least.
Ice should be entered at very low speed and at right angles to the ice edge to receive the initial impact,
and once into the ice speed should be increased to maintain headway and control of the vessel.
b) Master’s Standing Orders, Ice.

Call me at any time if in need of assistance.
Study Chapter 6 of the Mariner’s Handbook and note the items of relevance to ice navigation from a
watchkeeping perspective.
As relevant:
Monitor communications for ice information.
Transmit danger messages in accordance with SOLAS requirements.
Inform Master, Engine Room and Crew of ice conditions.
Close watertight doors.
Moderate speed in accordance with conditions.
Check that increased sounding frequency of tanks and bilges is being implemented.
3. Tidal Stream Atlases are required to be carried onboard vessels.

(a) Explain the purpose and the procedure to use a Tidal Stream Atlas. (12)
(b) A vessel is 10’ West of Bishop Rock (49°52’N 006°27’W) at 2259 hrs UT on 8th
December, with reference to Datasheet Q3 and the Admiralty Tide Tables:
(i) identify the tide and tidal range affecting the vessel; (10)
(ii) calculate the direction and rate of the tidal stream. (8)
a)
The purpose of a Tidal Stream Atlas is to determine the direction and rate of the tidal stream at a
position and time.
The appropriate atlas for the area is selected.
The times and heights of tide at the standard port are used to determine the range of tide on the day.
The appropriate chart for the interval from high water is consulted.
The direction and spring and neap rates are extracted for the position.
The Computation of Rates diagram is used to interpolate:
Using the Spring and Neap ranges of the standard port and the range on the day;
With the spring and neap rates of the position;
to the rate at the time required at the position.
Interpolation may be carried out without reference to the diagram.
b)
i) Dover 0000-12-08
HW 00:25 6.4
LW 07:30 1.3 5.1
HW 12:35 6.2 4.9
LW 19:48 1.4 4.8
Mean Range 4.9
183
ii) Ranges
Springs 5.9
Neaps 3.3
3.3 4.9 5.9

0.7 ? 1.5
0.7 + (4.9 – 3.3) ÷ (5.9 – 3.3) x (1.5 – 0.7) = 1.2 kn
214° x 1.2 kn
4. (a) Rule 6 of The International Regulations for Preventing Collisions at Sea 1972 outlines
the requirements for vessels to maintain a safe speed.
(i) State why vessels should proceed at a safe speed. (5)
(ii) State the factors that should be taken into account by all vessels. (12)
(b) Approaching the Bishop Rock Traffïc Separation Scheme the vessel encounters thick fog with
visibility less than 0’.2.
The vessel’s course is 090°(T) and the speed has been reduced to 8.0 knots.
The 00W plots THREE targets, from 1736 hrs to 1748 hrs, on the 6 mile range as shown on
Worksheet Q4.
TARGET B is identified from AIS as an ODAS buoy moored at the start of the separation zone.
(i) Provide a complete analysis of TARGETS A and C at 1748 hrs. (10)
(ii) Determine the set and drift of the tide at 1748 hrs. (4)
(iii) On Worksheet Q4 determine the alteration of course or speed required at 1754 hrs to ensure
TARGET C passes with a CPA of at least 1 mile. (10)
(iv) Explain how the chosen course of action complies with Rule 19 of The International Regulations
for Preventing Collisions at Sea 1972. (9)
a)
i) Rule 6
Safe speed
Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to
avoid collision and be stopped within a distance appropriate to the prevailing circumstances and
conditions.
184
ii) In determining a safe speed the following factors shall be among those taken into account:
(a) By all vessels:
(i) the state of visibility;
(ii) the traffic density including concentrations of fishing vessels or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping distance and turning
ability in the prevailing conditions;
(iv) at night the presence of background light such as from shore lights or from back scatter
of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational hazards;
(vi) the draught in relation to the available depth of water.
b) The relative motion symbol of Target A is incorrect, the lettering is correct.
WO = 8.0 x 00:12 = 1.6 NM
i) Complete Analysis?
A C
Bearing 132 321
Tendency Drawing Aft Drawing Forward
Range 0.8 2.5
Tendency Decreasing Decreasing
CPA Bearing 180 034
CPA Range 0.5 0.3
Time to CPA 0.6 ÷ 0.75 x 00:12 = 00:10 2.5 ÷ 1.1 x 00:12 = 00:27
Time of CPA 17:58 18:15
Course 090 107
Speed 0.85 ÷ 00:12 = 4.3 kn 2.5 ÷ 00:12 = 12.5
Aspect R138 G034
ii) Set 256

Drift 0.7 NM
(Rate = 0.7 ÷ 00:12 = 3.5 kn)
Reduce speed to 0.6 ÷ 00:12 = 3.0 kn

Reduce speed by 5.0 kn.
iv)
Alteration of course toward a vessel abaft the beam is to be avoided.
The vessels are not in sight of one another, Rule 19 applies.

Speed has been reduced to a safe speed.
An increase of speed would therefore not be a safe speed.
185
O1
W
W
54
W
C
Symbol incorrect
Lettering correct
186
5. (a) State the appropriate manning level on the bridge when navigating in a Traffic
Separation Scheme with dense traffic and restricted visibility, outlining the duties of
EACH member of the bridge team. (15)
(b) State, with reasons, the appropriate manning level for navigation on an ocean passage
during daylight in clear visibility. (7)
(c) IMO adopts certain Traffic Routeing Schemes; outline the stated criteria used in
deciding whether or not to adopt or amend a traffic separation scheme. (8)
a)
Master. In command.
Communications.
OOW. Navigation.
Communications.
Record keeping.
Monitors Master.
Monitors Ratings’ performance.
OOW. Traffic.
Informs Master.
Rating. Helmsman.
Rating. Lookout.
Rating. Standby.
b) OOW as sole lookout.
This is permitted provided that:

The OOW is adequately rested.
The workload is within the OOWs capacity to maintain a proper lookout and remain in full control.
Assistance is available if required.
The OOW knows what assistance is available and the means to summon such assistance.
The designated backup is aware of their responsibility and the means of communication by which they
will be summoned.
All Bridge equipment is fully operational.
c) Ships’ Routeing.
3.2 In deciding whether or not to adopt or amend a traffic separation scheme, IMO will consider whether:
.1 the aids to navigation proposed will enable mariners to determine their position with sufficient
accuracy to navigate in the scheme in accordance with rule 10 of the 1972 Collision Regulations, as
amended;
.2 the state of hydrographic surveys in the area is adequate;
.3 the scheme takes account of the accepted planning considerations and complies with the design
criteria for traffic separation schemes and with established methods of routeing.
187

A 75000 GT Bulk Carrier is chartered for 12 months to sail between the Republic of South Africa
and Brazil, operating at a speed of 15.7 knots.
1. The vessel makes consecutive voyages between Cape Town and Rio de Janeiro.
(a) With reference to Datasheets Q1(1), (2) and (3):
(i) identify the route recommended for EACH passage; (4)
(ii) explain why there are different recommended routes. (8)
(b) Compare and contrast the use of great circle and rhumb line sailing. (10)
(c) Using the following positions, calculate EACH of the following:
Cape Town 33°58’.0S 018°22’.0E
Rio de Janeiro 23°06’.0S 043°07’.0W
(i) the distance saved by following the great circle route; (20)
(ii) the ETA at Rio de Janeiro (Standard Time) if the vessel leaves Cape Town on 7th June at 0700 hrs
(Standard Time), following the recommended route. (8)
a) i) Cape Town to Rio de Janeiro, 3.41 Direct by Rhumb Line.

Rio de Janeiro to Cape Town, 3.40 By Great Circle.
ii) The Rhumb line westwards is a greater distance, but is less likely to encounter strong westerly winds
and easterly current.
Great Circle route eastward is a shorter distance, and is likely to encounter strong westerly winds and
easterly current, but these are astern and favourable.
b) Great Circle Sailing.

Shortest distance.
A limiting latitude may apply.
Routes lie in higher latitudes.
Weather may be more severe.
Currents may be stronger.
Rhumb Line Sailing.

Greater distance.
Limiting latitude unlikely to be a factor.
Routes lie in lower latitudes.
Weather may be less severe.
Currents may be less strong.
c) i)
CT 33 58.0 S 018 22.0 E
RdJ 23 06.0 S 043 07.0 W
DLon 061 29.0 W
PA = 90 – 33 58.0 = 56 02.0
PB = 90 – 23 06.0 = 66 54.0
AB = cos-1 (cos P x sin PA x xsin PB + Cos PA x cos PB)

Dis = cos-1 (cos 61 29.0 x sin 56 02.0 x xsin 66 54.0 + Cos 56 02.0 x cos 66 54.0)
Dis = 54 18 34.36 x 60 = 3258.57271 NM
CT 33 58.0 S 2155.99 S 018 22.0 E

RdJ 23 06.0 S 1415.97 S 043 07.0 W
d 10 52.0 740.02 N 061 29.0 W
652.0 3689.0

188
(Dis = √(DMP2 + DLon2) x DLat ÷ DMP

Dis = √(740.022 + 3689.02) x 652.0 ÷ 740.02
Dis = 3314.971458 NM)
Distance saved = 334.97… - 3258.57…

= 56.4 NM
ii) Westward, Rhumb Line.

ETD 07 07:00 ST
TD 02:00 -
ETD 07 05:00 UT
PT 08 19:09 3314.971458 ÷ 15.7 = 211:09
ETA 15 24:09 UT
TD 03:00 -
ETA 15 21:09 ST
2. Vessels on ocean voyages encounter differing environmental conditions.

(a) On Worksheet Q2(a) illustrate EACH of the following:
(i) the pressure systems for this ocean; (5)
(ii) the prevailing wind circulation; (6)
(iii) the predominant current distribution; (15)
(iv) the environmental hazards. (6)
(b) Explain the presentation of current information as displayed on Admiralty Routeing Charts. (8)
a)
Equatorial Counter Current.

Low Pressure. ITCZ.
S Equatorial Current.
SE Trades.
Benguela Current.
Brazil Current. High Pressure. Fog.
Agulhas
Westerlies. Current
Possibly icebergs to 40S.
Depressions, strong winds, high waves, high swell, extreme single waves.
Fog. Low Pressure.
Falklands Current. Southern Ocean Current.
Ice in Southern Winter to 60S.
189
b) Current information on Routeing Charts is presented in the form of Predominant Current Vectors.
The predominant current is the most probable current.
The numbers of current observations falling within overlapping 90° sectors at 15° intervals is
determined.
The predominant direction is the mid direction of the sector with the highest number of observations.
The predominant speed is the arithmetic mean speed of all observations in the predominant direction
sector.
The constancy of the predominant current is the ratio of the number of observations in the predominant
direction sector to the total number of observations.
3. At 08h52m00s UT on 10th June, while in position 30°18’.0S 003°09’.0W, steering 280°T, the OOW
makes an observation of the SUN’s lower limb,
Sextant altitude 18° 20’.3
Index Error (on the arc) 0’.8
Height of Eye 20.2 m
(i) the direction of the position line; (7)
(ii) the intercept. (8)
(b) At I2h00m00s UT the OOW observes the sextant altitude of the SUN’s lower limb on the meridian
as 36°48’.1N.
(i) Calculate the latitude at Meridian Passage. (6)
(ii) Determine the vessel’s observed position at Meridian Passage. (12)
(c) Discuss the availability, accuracy and limitations of celestial observations in the
Southern Oceans in June. (12)
a) i
GHA 08 300 10.5 Dec N 23 00.6
Inc 52:00 013 00.0 d 0.2 + 0.2 +
Lon 003 09.0 W - Dec N 23 00.8
LHA 310 01.5
A = tan Lat ÷ tan LHA = tan 30 18.0 S ÷ tan 310 01.5 = -0.490764888 = 0.490764888 N
B = tan Dec ÷ sin LHA = tan 23 00.8 ÷ sin 310 01.5 = -0.554674205 = 0.554674205 N
C = A ± B = 0.490764888 N + 0.554674205 N = 1.045439094 N
Az = tan-1 (1 ÷ (C x cos Lat) = tan-1 (1 ÷ (1.045439094 x cos 30 18.0)) = 47 55 47 = N 48 E
TB = 048
PL 138 / 318
ii) CA = sin-1 (cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec)
CA = 18 17 25.6
SA 18 20.3
IE 00 00.8 On -
OA 18 19.5
D 00 07.9 -
AA 18 11.6
TC 00 13.1 +
TA 18 24.7
CA 18 17.4
Int 00 07.3 T
190
b) i)
SA 36 48.1 N
IE 00 00.8 On –
OA 36 47.3
D 00 07.9 –
AA 36 39.4
TC 00 14.7 +
TA 36 54.1 N X
~ 90 Dec
TZD 53 05.9 S ZD Q
Dec 23 01.4 N- Lat
Lat 30 04.5 S Z
ii)
PT = T2 – T1 = 12:00:00 – 08:52:00 = 03:08:00
Dis = Tim x Sp = 03:08:00 x 15.7 = 49.19333333
DLat = Dis x Cos Co = 49.19… x cos 280 = 8.542332687 N
MLat = Lat A ± DLat ÷ 2 = 30 18.0 S – 00 08.54…N ÷ 2 = 30 13 43.73
Dep = Dis x sin Co = 49.19… x sin 280 = 48.44597606 W
DLon = Dep ÷ cos MLat = 48.445…W ÷ cos 30 13 43.73 = 56.07032166 W
Lat TP = Lat AP ± DLat = 30 18.0 – 00 08.54… = 30 09 27.46 S
Lon TP = Lon AP ± DLon = 003 09.0 W + 000 56.070…W = 004 05 04.22 W
(MP 10 11:59 UTG

LiT 00:16 004 05 04.22 ÷ 15
MP 10 12:15 UT)
Int = 30 04.5 S – 30 09.5 S = 5.0 N
Plot
Dep 5.2 NM E
DLon = Dep ÷ cos MLat = 5.2 ÷ cos 30 04.5 = 6.0 E
OP Lon = TP Lon ± DLon = 004 05.1 W – 000 06.0 E = 003 59.1 W
OP
Lat 30 04.5 S
Lon 003 59.1 W
c) Availability.
Sun approximately 07:00—17:00, less if adequate altitude is to be achieved.
Stars and Planets during twilight, approximately between 06:30 ± 00:15 and 17:30 ± 00:15.
Venus from morning twilight to early afternoon.
Accuracy.
Multiple object sights approximately 1 NM.
Sun Run Sun, approximately 2 NM.
Limitations.
Altitudes of the Sun and Venus relatively low due to Northerly Declination.
Cloud cover is likely to limit ability to take observations.
Relatively long period of darkness.
191
Dep 5.2 OP
DLat 5.0 N
048 7.3 T
AP
192
4. SOLAS requires that ocean going vessels are to carry certain nautical publications.
(a) List the 14 publications a vessel is required to carry as detailed in the Mariners Handbook NP100.
(14)
(b) Describe the contents of these publications which would be of benefit in appraising the routes
described in Q1. (16)
a)
Admiralty Charts.
International Code of Signals

International Aeronautical and Maritime Search and rescue manual Volume III
The Mariners’ Handbook
Admiralty Sailing Directions.
Nautical Almanac.
Admiralty Tidal Stream Atlases.
Operating and maintenance instructions for all navigation aids carried by the ship.
b)
The Mariners’ Handbook
The Maritime environment; ocean currents, non-tidal changes in sea level, waves, characteristics of the
sea, the seabed, ice and icebergs.
Meteorology; general maritime meteorology, weather routeing of ships, weather related phenomena.
Admiralty Sailing Directions.

Details of areas relating to the voyage, general information, landmarks, recommended routes,
approaches, anchorages, pilotage, berths.

Details of sources of information concerning navigation aids, meteorological information and port
facilities.

Details of lights and fog signals.
Admiralty Charts.
Positions of land and ports, navigation aids, depths of water, hazards.

Corrections to publications.

Long term information published in Admiralty Notices to Mariners.

Information concerning requirements relevant to the voyage.
Nautical Almanac.
Astronomical information, ephemera of the celestial bodies used for navigation, times of sunrise, sunset,
twilights.

Details of tides at the ports.
193
Admiralty Tidal Stream Atlases.
Details of tidal streams in coastal areas and at ports.
Operating and maintenance instructions for all navigation aids carried by the ship.
Details relating to the operational characteristics of the equipment.
International Aeronautical and Maritime Search and rescue manual Volume III
Availability of Search and Rescue facilities in the area.
Procedures to be followed.
International Code of Signals

Little relevance to Appraisal.
5. (a) MSN 1767 provides guidance on Hours of Work, Safe Manning and Watchkeeping.
(i) Outline the factors to be taken into account in establishing Safe Manning requirements with
respect to navigational duties. (8)
(ii) State the Minimum Hours of Rest (Regulation 5). (8)
(b) (i) Outline the Bridge equipment that should be tested prior to departure from port. (16)
(ii) State the current MCA guidance on the testing of Heading Control Systems. (8)
a) i)
Frequency of port calls, length and nature of the voyage;
Trading area(s), waters and type of operations in which the ship or vessel is involved and any special
requirements of the trade or operation;
Navigational duties and responsibilities as required by STCW 95 including the following:
Plan and conduct safe navigation;
Maintain a safe navigational watch;
Manoeuvre and handle the ship in all conditions and during all operations;
Safely moor and unmoor the ship.
ii)
Minimum Hours of Rest (Regulation 5)
The hours of rest shall be not less than:
10 hours in any 24-hour period; and
77 hours in any 7-day period.
Note: Hours of rest may be divided into no more than 2 periods, one of which should be at least 6 hours
long, and the interval in between should not exceed 14 hours.
MCA may authorise exceptions to the limits.
b) i)
Within 12 hours of departure:
Steering gear including manual, auto-pilot and emergency changeover arrangements and rudder
indicators.
Echo sounder
Electronic navigational position-fixing systems
Gyro and magnetic compass and repeaters
Passage plan entered into integrated bridge system
Radar(s)
AIS data inputs made, speed/distance recorder
Voyage Data Recorder.
Clocks
Bridge and engine room telegraphs.
RPM indicators
Emergency engine stops
Thruster controls and indicators
Controllable pitch propeller controls and indicators.
Bridge to engine room / mooring station / steering flat communications
Portable radios
194
VHF radio communications with port authority.
Navigation and signal lights.
Searchlights
Signalling lamp
Morse light
Sound signalling apparatus.
Whistles
Fog bell and gong system
Window wiper/clearview screen arrangements
Cargo and passenger details available
Bridge movement book/course and engine movement recorder .
Stability and draught information available.
ii) GUIDANCE ON STEERING GEAR TEST ROUTINES (Bridge Procedures Guide)
MANUAL STEERING POSIT1ONS .

The steering gear should be tested at all the manual steering positions on the bridge:
After prolonged use of the autopilot;
Once per watch:
Before entering coastal waters.
(MULTIPLE STEERING GEAR POWER UNITS .

In coastal waters, use more than one steering gear power unit when such units are capable of
simultaneous operation.
BEFORE DEPARTURE FROM PORT

Shortly before departure, check and test the steering gear including, as applicable, the operation of the
following:
The main steering gear;
The auxiliary steering gear;
The remote steering control systems;
The main steering position on the bridge;
The emergency power supply;
The rudder angle indicators in relation to actual rudder position;
The remote steering gear control system power failure alarms;
The steering gear power unit failure alarms; and
Automatic isolating arrangements and other automatic equipment.
CHECKS AND TESTS

Checks and tests should include:
The full rudder movement according to the required capabilities of the steering gear;
(35 to 35 and 35 to 30 in 28 seconds)
The timing of rudder movement from hardover-to-hardover, using each steering gear power unit singly
and together, to ensure consistency with previous tests;
A visual inspection of the steering gear and its connecting linkage; and
The operation of the means of communication between the bridge and the steering gear compartment.)
195

A 14500 GT cargo vessel, operating at a speed of 17.0 knots, sails between Argentina and the South
Pacific Islands, she is fitted with the current required aids to navigation.
1. The vessel rounds Cape Horn (Cabo de Homos) bound for Papeete, 17°30’.0S 149°36’.0W.
(a) With reference to Datasheets Q 1(1) and Q 1(2) identify the route recommended for this passage.
(4)
(i) the distance of the great circle distance leg to Papeete; (8)
(ii) the initial course on this leg; (7)
(iii) the position of the southern vertex; (12)
(iv) the distance the vessel passes due East of the Submarine Volcano in position
29°00’.0S 140° 15.0W. (14)
1
a)
7.214 Reciprocal.
Rhumb line to 55 00 S 080 00 W
Great Circle to Papeete.
b)
i) F 55 00.0 S 080 00.0 W
P 17 30.0 S 149 36.0 W
d 069 36.0 W
C
P
A W B
B
A
V
PA = 90 – 55 00 = 35 00 P
PB = 90 – 17 30 = 72 30

AB = 64 05 13.86 x 60
Dis = 3845.2 NM
196
ii)
A = tan Lat A ÷ tan DLon = tan 55 00 ÷ tan 069 36 = 0.531123482 N
B = tan Lat B ÷ sin DLon = tan 17 30 ÷ sin 069 36 = 0.336396935 S
C = A ~ B = 0.194726547 N
ICo = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (0.194726547 x cos 55 00)) = 83 37 37.26 = N 83½ W ~360
ICo = 276½
iii)
A V
PV = sin-1 (cos (90 – 83 37 37.26) x cos (90 – 35 00)
PV = 34 45 08.83 ~ 90 P
Lat V = 55 14.9 S V
sin mid = tan adj x tan adj AV PV

sin (90 – PA) = tan (90 – P) x tan (90 – A)
tan (90 – P) = sin (90 – PA) ÷ tan (90 – A) 90-A 90-P
P = 90 – tan-1 (sin (90 – 35 00) ÷ tan (90 – 83 37 37.26))
DLon AV = 007 45 51.63 E ~ 080 00 W = 72 14 08.37 90-PA
Lon V = 072 14.1 W
iv) W V
PW = 90 – 29 00 = 61 00
sin mid = tan adj x tan adj P

sin (90 – P) = tan PV x tan (90 – PW) V
P = 90 - sin-1 (tan 34 45 08.83 x tan (90 – 61 00))
P = 67 22 57.95 W + 72 14 08.37
WV PV
Lon W = 139 37 06.32 W ~ 140 15.0 W
Dep = 000 37 53.68 x cos 29 00 x 60 90-A 90-P
Dep = 33.14342227 NM
90-PW
Dis Off = 33.1 NM
2. At 1300 hrs UT on 10th December, in position 27°25’.0S 141°10’.0W, the vessel receives a DSC
distress message that a sailing vessel, in position 25°04’.0S 139°43’.0W, requires assistance and is
motoring at 8.0 knots towards the Pitcairn Islands, 25°04’.0S 130°05’.0W.
(i) the course to steer to rendezvous as soon as possible; (15)
(ii) the time (UT) of the rendezvous; (8)
(iii) the rendezvous position. (7)
(b) Calculate how much time remains before Sunset to provide assistance. (5)
a)
i)
AV 27 25 S 141 10 W
SV 25 04 S 139 43 W
d 02 21 N 001 27 E
141 N 87 E
MLat = (27 25 + 25 04) ÷ 2 =26 14 30
Dep = 87 x cos 26 14 30 = 78.03352425 NM
TB = tan-1 (78.03352425 ÷ 141.0) = 28 57 41.13 = N 29 E = 029
197
SV 25 04 S 139 43 W
PI 25 04 S 130 05 W
d 00 00 009 38 E
SV Co 090
SV 090 8.0 RV
029 11.6
053½ 17.0
AV
Co 053½
198
ii)
Dis = DLat ÷ cos TB = 141 ÷ cos 28 57 41.13 = 161.1528187 NM
PT = 161.1528187 ÷ 11.6 = 13 53 32.94 = 13:54
ETA = 12-10 13:00 + 13:54 = 12-10 26:54
ETA 12-11 02:54 UT
iii)
Dis = 13 53 32.94 x 8.0 = 111.139875 = Dep (Co = 090)
DLon = 111.139875 ÷ cos 25 04 ÷ 60 = 02 02 41.76 E
Lon RV = 139 43 – 02 02 41.76 E = 137 40 18.24 W
RV 25 04 S 137 40.3 W
b)
ETA 11 02:54 UT
TZ 09 W – LiT = 137 40.3 W ÷ 15 = 09:11
ETA 10 17:54 ZT
SS
30S 10 18:54
20S 10 18:32
T1 00:11 10, 05 04, 00:22
25 04 S 10 18:43 UTG
LiT 09:11 W later
SS 11 03:54 UT
ETA 11 02:54 UT
T 01:00
3. (a) SOLAS Chapter V Regulation 34 — Safe Navigation and Avoidance of Dangerous Situations
requires that “An appraisal of all information available must be made before detailed plans can be
drawn up “.
(i) State the purpose of the appraisal process. (6)
(ii) Outline what the appraisal process should provide to the Master and the Bridge team. (12)
(b) The Admiralty produce Routeing Charts to assist in appraising and planning ocean voyages.
With reference to the route in Q1:
(i) state FOUR types of information from Routeing Charts that may be used during the appraisal; (4)
(ii) explain how the information from Q3(b)(i) would influence the selection of a route in the
Planning stage of Voyage Planning. (8)
a)
i) The purpose of Appraisal is to gather all information relevant to the proposed voyage, including
ascertaining risks and assessing its critical areas.
ii) This appraisal will provide the master and his bridge team with a clear and precise indication of all
areas of danger, and delineate the areas in which it will be possible to navigate safely taking into
account the calculated draught of the vessel and planned underkeel clearance. Bearing in mind the
condition of the vessel, her equipment and any other circumstances, to achieve a balanced judgement of
the margins of safety which must be allowed in the various sections of the intended voyage.
b)
i)
Ice Limits,
Pack Ice: minimum limit, average limit, maximum limit.
Mean Maximum Iceberg limit.
Fog, percentage frequency of visibility less than 1000m
Percentage frequency of winds of Beaufort force 7 and higher.
Tropical Storm Tracks.
199
ii) Ice Limits,
Areas might be avoided, or noted for particular attention to be paid to sources of information
concerning actual ice presence and the need to alter the plan to avoid them.
Fog, percentage frequency of visibility less than 1000m.
Areas might be avoided, or noted for appropriate precautions to be taken.
High winds led to high wind waves and swell. Areas of high wind speeds, particularly in adverse
directions, might be avoided, or noted for appropriate precautions to be taken.
Areas of high frequency might be avoided, or noted for particular attention to be paid to the
sources of information relating to tropical storms and the indications of their presence.
4. (a) State the seasons and the most probable months when hurricanes may be encountered in the
Western South Pacific. (5)
(b) Draw a plan view through a Southern Hemisphere hurricane before it recurves. (8)
(c) The following weather conditions are observed:
Wind SE Force 8 and slowly backing, swell NNE and pressure falling steadily.
(i) Sketch the situation and identify the vessel’s position within the storm field. (7)
(ii) State, with reasons, the actions the Master should take to manoeuvre the vessel to minimise the
effect of the storm on the vessel. (6)
(iii) Illustrate and describe the expected effect of the actions in Q4(c)(ii), if the storm maintains its
current movement. (12)
(d) Some hours later the wind direction steadies and then starts to veer, with the pressure
continuing to fall.
(i) Identify any change in the storm’s movement. (5)
(ii) State, with reasons, any subsequent actions the Master should take in light of the changed
conditions and any safety considerations of such actions. (12)
a)
The TRS Season is the southern summer.
TRSs are most probable from January to March.
b)
Track
Vortex
Path
Right Dangerous
Quadrant
Left Rear
Trough Line
Advance
Vertex
200
c)
i) TRS
Buys Ballot’s Law Southern Hemisphere.
Face the wind, SE, TRS is to the left by 90° + Angle of Indraft;
wind f8, 2 points, NNE.
Pressure falling, in advance of TRS. NNE x 100 NM
Wind backing, left of Path.
Advance, Left, Southern Hemisphere, Dangerous Quadrant. Dangerous
Path Quadrant
ii) Vessel
One answer should be given.
SE f8
The Master should steer with the wind on the Port Bow;
At maximum practicable speed;
Altering course to maintain the relative wind direction.
Monitor elements to confirm action or detect changes.
Be prepared to change action if situation changes.
In order to take the vessel away from the Path and Eye of the storm.
The alteration of course should take the vessel toward the rear of the storm past the trough line.
Action may have to be changed if the situation changes.
Alternatively:
Wind is backing SLOWLY.
Vessel is on the Path, change of wind direction due to changing Angle of Indraft.
The Master should steer with the wind on the Port Quarter;
In order to take the vessel off the Path, into the Navigable Semicircle then away from the Path and Eye
of the storm.
iii)
TRS
Alternative Vessel Movement
Navigable
Semicircle
NNE x 100 NM
Dangerous
Path Quadrant
Vessel
SE f8
Vessel Movement
This action will take the vessel away from the Path and from the TRS.
As the storm moves the alteration of course will take the vessel toward the Rear of the storm.
Eventually the vessel will cross the Trough Line when pressure will begin to rise.
The wind will continue to back and decrease in intensity, the wind wave height decreasing as it does so.
The swell direction will change toward North then Northwest, and the swell height eventually decrease.
Action should be continued until wind decreases below Force 6 and pressure is within 5 hPa of seasonal
average.
201
Alternative:
This action will take the vessel off the Path into the Navigable Semicircle then away from the Path and
from the TRS.
As the storm moves the alteration of course will take the vessel toward the Rear of the storm.
Eventually the vessel will cross the Trough Line when pressure will begin to rise.
The wind will steady when off the Path then veer and decrease in intensity, the wind wave height
decreasing as it does so.
The swell direction will change toward Southeast then South, and the swell height eventually decrease.
d)
i) When the wind steadied the vessel was on the path of the storm.
When the wind veered the vessel was in the Navigable Semicircle.
The storm has changed direction, recurving southward.
Alternative:
When the wind steadied the vessel was in the Navigable Semicircle close to the path of the storm.
When the wind veered the vessel was further into the Navigable Semicircle.
The vessel has moved off the Path into the Navigable Semicircle.
The storm may also have changed direction, recurving southward.
ii)
The Master should steer with the wind on the Port Quarter;
Monitor elements to confirm action or detect changes.
Be prepared to change action if situation changes.
In order to take the vessel away from the Path and Eye of the storm.
Action may have to be changed if the situation changes.
The wind waves on the port quarter and heavy swell on the starboard beam will cause the vessel to roll
and pitch heavily.
There is a danger of shipping seas over the stern.
There is also a danger of broaching to.
The propellor may break surface and the engine overspeed.
Parametric Rolling is a possibility.
Visibility will be reduced by spray and rain, a good lookout must be maintained.
202
5. (a) IMO requires that a look-out must be maintained at all times while the vessel is on passage.
State what the purpose is of keeping a look-out. (7)
(b) Outline the factors that should be included in the Master’s Night Orders for making a landfall at
Papeete. (14)
(c) Approaching Papeete, an unexpected shallow water sounding is observed on the Echo Sounder.
(i) State to whom the report should be sent and which form should be used to make the report. (4)
(ii) Describe the details that should be included on the form with respect to the shallow water
sounding. (10)
a) The purpose of keeping a lookout is:

to maintain a continuous state of vigilance by sight and hearing, as well as by all other available
means, with regard to any significant change in the operating environment;
to fully appraise the situation and the risk of collision, stranding and other dangers to navigation;
to detect ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to
navigation, and to allow precautions for security reasons, especially in areas with a known risk of piracy
or armed attack.
b) The Master’s Night Orders for the Landfall should remind the OOW to:
Call the Master at any time if in need of assistance and in the event of:
Use the largest scale chart available for the approach period.
Inspect the chart for adequate under keel clearance on the intended track.
Employ primary and secondary position fixing systems at regular intervals.
Check performance of radar / ARPA.
Have the echo sounder operational and monitor the actual under keel clearance.
Avoid use of low lying islands and employ prominent Radar Conspicuous targets.
Employ a rising distance if and when approaching a lighthouse feature.
Take account of set and drift using parallel indexing to monitor position with regard to track.
Be aware of the increased probability of traffic and small craft.
Monitor weather forecasts.
Beware of the effects of haze or low cloud.
c)
i) Hydrographic Note.
To the United Kingdom Hydrographic Office
or hydrographic office relevant to the ship or area.
To Coast Radio Station if judged to be a hazard to navigation for any vessel which may transit the area.
ii)
Date
Reference Number
Name of ship or sender
Address
Tel/Fax/email address of sender
General locality
Subject
Position Lat Lon
GPS Datum
GPS accuracy
Admiralty charts affected
Editions
Latest Weekly Notices to Mariners held
Replacement copy of chart # is/is not required
ENCs affected
Latest update disk held. Week #
Publications affected and edition numbers
Date of latest supplement, page (and Light List No. etc)
203
Details:
Sounding obtained.
Echo sounder trace marked with information to identify vessel, dates and times, positions, maximum and
minimum depths, range scale changes.
Whether depth below waterline or keel.
Draught if below keel.
Probable squat if relevant.
Echo sounder manufacturer, model and type.
Copy of chart covering the area showing positions obtained.
Signature of observer/reporter.
204
2 straightforward calculations and 3 theory questions generally on topics previously asked.

Candidates seem to have very limited knowledge of the content of statutory publications.
Question 1.
As usual candidates did not work carefully enough. Common mistakes:
A full description of the route from the extract – route number, method (RL or GC) and waypoints.
Rounding the distance to the nearest mile.
Working and quoting the Initial Course as 86.3°, when using ABC formulae the accuracy needed must be
at least 4 decimal places, otherwise the position of the vertex is incorrect. Angle A should have been
96° 22.4’.
Wrong positions used.
D’long quoted as distance.
Applying the D’Long to the West instead of the East to find the Vertex.
Worked out passing North of Volcano rather than East.
Many candidates do not seem to realise that the chartlet included in the question should have indicated
roughly where the vertex was – to the East of waypoint F! And that the initial course was just North of
270°.
Question 2.
Not using a suitable scale for the size of the plotting sheet – the question is designed to be done using a 1
hour vector triangle or other suitable method. Triangles that are too small mean the answer is not
sufficiently accurate.
Triangle incorrectly drawn.
Using D’Lat as 2° 21’ instead of 141’ in plane sailing.
Confusing the scale.
Question 3.
3(a)(i) A general lack of knowledge about SOLAS V!
3(b)(i) Pack Ice and Load Line zones – the question was about a voyage from Cape Horn to Papeete – Pack
Ice is not relevant and how is the Load Line zones going to help appraise a passage from Cape Horn!
4 types of information 1 - route, 2 - distance, 3 - GC or RL
Not relating 3(b)(ii) to 3(b)(i).
Question 4.
This question was worth 55 marks and therefore 25% of the examination; and yet it was left to the end
and poorly attempted, sections worth 12 marks given a 1-line answer and despite the question stating
the South Pacific, this seemed not to influence the nonsensical answers provided. Candidates even stated
that the Southern Winter was in December.
Hurricanes move WNW in Northern hemisphere and WSW in the Southern – so why did a huge number
draw the path as WEST.
In none of my reading have I ever seen it advised to attempt to cross the path of a hurricane to move
from the Dangerous Semicircle into the Navigable Semicircle – in fact the National Hurricane Center in
America advises:
“Never plan to cross the track of a hurricane. Done out of respect for the negative effects that heavy
weather places on vessel speed/handling, sudden accelerations in hurricane motion can ultimately place
a vessel in conditions not originally expected thereby resulting in disaster. Adjustments to course &
speed in order to remain clear of the danger area in a hurricane are the most prudent navigation
decisions a mariner can make in these instances.”
A large number of candidates were unable to state the correct action as advised in the Mariners
Handbook, even though they correctly identified where the vessel was within the storm.
Both 4(c)(iii) and 4(d)(ii) were worth 12 marks and yet the candidates did not seem to spend any time
thinking about the effect of the storm on the vessel. To turn the vessel through the wind from having the
wind on the Port Bow to the Port Quarter would be very hazardous in a force 8, let alone inside a
205
hurricane and to run with the wind on the vessel’s quarter or stern is an extremely perilous activity.
Question 5.
5 (a) Many candidates merely quoted Rule 5 of IRPCS and seemed not to know that there was a specific
purpose to keeping a lookout as stated in STCW Chapter VIII (Part 3-1 - PRINCIPLES TO BE OBSERVED IN
KEEPING A NAVIGATIONAL WATCH).
5(b) There was the usual confusion between MAKING and PLANNING a landfall. Some candidates wrote
very general remarks and did not relate their answer to the question. Others chose to write Master’s
Standing Orders.
5(c) Hydrographic Reports has been asked often enough in the past and shows that many candidates have
little or no knowledge of some of the basic information contained in the Statutory Publications.
206
A 190 metre bulk carrier, summer displacement 102,000 tonnes, is on a long term charter to carry
phosphates between Chile and South Africa, via Brisbane (Queensland, Australia) and Dampier
(W Australia). The vessel is currently loading in Antofagasta (Chile) and is due to complete cargo
operations on the 14th May.
The vessel carries navigation equipment as per statute and has a service speed of 15.5 knots.
1 On departure the vessel will have overloaded her Winter load displacement by 324 tonnes and the
daily consumption is 36 tonnes per day. The boundary between the summer and seasonal Winter
Zone lies along the parallel of 32°S.
The charterers ask the Master to follow the shortest legal route between the following departure and
landfall positions:
Departure position 23°29’.0S 70°25’.0W
Landfall position 27°30’.0S 153°00’.0E
(a) Calculate the shortest legal distance between the departure and landfall positions. (35)
(b) On Worksheet QI:
(i) indicate the route as calculated in Q 1(a); (10)
(ii) indicate the direct great circle track. (1)
(c) Explain why it would not be possible to do a direct great circle track, between the departure and
landfall positions, at any time of the year. (4)
a)
V A
FB Dis = 324 mt ÷ 36 mt/d x 24:00 x 15.5 kn = 3348.0 NM
PA = 90 – 23 29 = 66 31
P
PV = 90 – 32 00 = 58 00 V

sin (90 – PA) = cos AV x cos PV PV AV
cos AV = sin (90 – PA) ÷ cos PV 90-A
90-P
AV = cos-1 (sin (90 – 66 31) ÷ cos 58 00)
AV = 41 14 19.92 x60 90-PA
Dis AV = 2474.331932 NM
Required fuel will not be burned before the Vertex.

Vessel must steam to a Waypoint on the Limiting Latitude when the fuel will have been burned.
Dis VW = 3348.0 – 2474.33…

Dis VW = 873.668068 NM
DLon VW = Dep ÷ cos MLat = 873.66… ÷ cos 32 00 = 1030.210517 ÷ 60

DLon VW = 17 10 12.63 W

sin (90 – P) = tan PV x tan (90 – PA)
P = 90 – sin-1 (tan 58 00 x tan (90 – 66 31))
DLon AV = 45 56 58.29
Lon A 070 25 W
Lon B 153 00 E
DLon 223 25 E
360
DLon AB 136 35 W
207
DLon WB = DLon AB – DLon AV – DLon VW = 136 35 – 045 56 58.29 – 017 10 12.63
DLon WB = 73 27 49.08
PW = 90 -32 = 58 00
PB = 90 – 27 30 = 62 30

cos WB = cos P x sin PW x sin PB + cos PW x cos PB
WB = cos-1 (cos 73 27 49.08 x sin 58 00 x sin 62 30 + cos 58 00 x cos 62 30)
WB = 62 41 27.05 x 60
Dis WB = 3761.450898 NM + 3348.0 NM
Dis AVWB = 7109.5 NM
b)
on WorkSheet.
Lon V = Lon A ± DLon AV = 070 25 W + 45 56 58.29 W = 116 21 58.29 W
Lon W = Lon V± DLon VW = 116 21 58.29 W + 17 10 12.63 W = 133 32 10.92 W
c)
The direct Great Circle route cannot be used because it passes over New Zealand, South Island.
A diversion might be made through Cook Strait.
208
A
209
2 The vessel departs Brisbane on the 7th June and is due to transit the Torres Straits on the 12th
June.
(a) Using Datasheet Q2, for Hammond Rock Lighthouse, and Worksheet Q2, determine the Tidal
stream the vessel will encounter if the ETA off Hammond Rock is 0920 hrs on the 12th (15)
(b) When approaching the narrowest part of the strait the vessel encounters an actual depth which is
considerably shallower than the charted depth at that position.
(i) Outline the information that should be included when submitting a report of shallower than
normal depths. (15)
(ii) State the authority to which such a report should be sent. (5)
a)
June
Positive (+) Direction 080 Negative (-) Direction 260
12 Slack Maximum
Sa Time Time Rate
0150 0430 3.5
0706 1046 -6.3
1421 1709 4.3
1959 2318 -5.6
01:50 0.0
04:30 3.5
07:06 0.0
09:20
10:46 -6.3
14:21 0.0
17:09 4.3
Tidal Stream 260 T x 4.9 kn.
210
b)
i)
Hydrographic Note.
Date
Reference Number
Name of ship or sender
Address
Tel/Fax/email address of sender
General locality
Subject
Position Lat Lon
GPS Datum
GPS accuracy
Admiralty charts affected
Editions
Latest Weekly Notices to Mariners held
Replacement copy of chart # is/is not required
ENCs affected
Latest update disk held. Week #
Publications affected and edition numbers
Date of latest supplement, page (and Light List No. etc)
Details:
Sounding obtained.
Echo sounder trace marked with information to identify vessel, dates and times, positions, maximum and
minimum depths, range scale changes.
Whether depth below waterline or keel.
Draught if below keel.
Probable squat if relevant.
Echo sounder manufacturer, model and type.
Copy of chart covering the area showing positions obtained.
Signature of observer/reporter.
ii)
To the United Kingdom Hydrographic Office
or hydrographic office relevant to the ship or area.
To Coast Radio Station if judged to be a hazard to navigation for any vessel which may transit the area.
3 The vessel proceeds to Dampier to complete the final loading programme prior to departing for
South Africa. Pilotage in Dampier is compulsory.
(a) Outline the preparations to be made on the bridge prior to arrival in port, with specific reference
to the vessel’s propulsion and steering systems. (10)
(b) Outline FIVE items of information the Master should pass to the Pilot immediately the pilot
arrives in the wheelhouse. (10)
(c) Outline the duties and responsibilities of the OOW and under pilotage when working as part of
the bridge team in the absence of the Master on the bridge. (20)
a)
Propulsion.
One hour notice of manoeuvring.
Synchronise clocks.
Test emergency means of communication.
Bring engines to manoeuvring condition.
Change from heavy fuel to diesel if relevant.
Test engines ahead and astern.
Proceed in manoeuvring condition.
211
Steering
Engage both steering motors.
Check steering gear response visually during testing.
Check time from hard over to hard over in both directions.
Test all modes of steering.
Use both connections between Bridge and Steering Flat if relevant.
Test operation of Emergency Steering.
b)
Current status:
Position, heading, traffic,
speed, engine setting, steering mode,
draught,
defects.
Safety:
Location of Pilot’s lifesaving appliances.
c)
The OOW is the Master’s representative and is responsible for the safe navigation of the ship and
compliance with ColRegs.
The presence of the Pilot does not relieve the OOW of these responsibilities.
OOW is in charge of the Bridge and Bridge Team and ensures compliance with shipboard operating
procedures and Master’s Standing Orders.
OOW is responsible for maintaining a lookout, surveillance of the ship, recording Bridge activities,
monitoring navigation equipment.
OOW is responsible for monitoring compliance with the Passage Plan; position, course, speed.
OOW is responsible for monitoring communications and acting accordingly.
OOW informs Pilot of all information relevant to the conduct of the passage.
OOW monitors the Pilot’s advice, ensuring that it is carried out appropriately.
OOW queries Pilot’s advice if this seems inappropriate and must call the Master if a satisfactory
explanation is not received.
4 On the 23rd June, whilst on passage to Capetown, the Master instructs the OOW to obtain a set of
AM start sights to check the accuracy of the vessel’s GPS receiver. The vessel’s DR position is
26°12’.0S 103°42’.0E (Ship’s clocks are set on UT + 7hrs).
(a) Determine the likely observation period in which star sights may be taken as indicated by the
ship’s clocks. (15)
(b) Outline the criteria for selecting stars for stellar observations. (12)
(c) Using Datasheet Q4, determine which stars are most appropriate for a four star fix,
stating reasons for EACH choice. (8)
a)
From halfway between Nautical Twilight and Civil Twilight to halfway between Civil Twilight and Sunrise.
23rd morning twilight ZT at ship.

23rd morning twilight UT for Nautical Almanac entry.
23rd is not a middle day, interpolate between 22nd and 25th.

(Close to Solstice rate of change is slow.)
NT CT SR
30S 22 05:59 25 06:00 22 06:29 25 06:30 22 06:56 25 06:56
20S 22 05:43 25 05:43 22 06:10 25 06:11 22 06:34 25 06:35
23rd same as 22nd
212
NT CT SR
30S 23 05:59 23 06:29 23 06:56
20S 23 05:43 23 06:10 23 06:34
T1 00:10 + 00:12 + 00:13 + 10; 06 12; 00:16, 00:19, 00:22
26 12 S 23 05:53 23 06:22 23 06:47 UTG
LIT 06:55 E - 06:55 E - 06:55 E - 103 42.0 ÷ 15
26 12 S 103 42 E 22 22:58 22 23:27 22 23:52 UT
TZ 07 + 07 + 07 +
ZT 23 05:58 23 06:27 23 06:52
From 05:58 + (06:27 – 05:58) ÷ 2 = 06:13

To 06:27 + (06:52 – 06:27) ÷ 2 = 06:39
Probable Observation Period 23 06:13—06:39 ZT
b)
Magnitude. Bright stars are easiest to see and are visible for the longest time.
Bearings. Stars with bearings over a wide range around the horizon give good intersections between
position lines and minimise errors. Four stars in pairs on reciprocal bearings, and pairs nearly
perpendicular to each other; three stars at bearings approximately 120 degrees apart.
Altitude. Stars with a moderate altitude minimise the effect of abnormal refraction near the horizon and
minimise the difficulty of accurately observing stars at high altitudes. Ideally close to 45 degrees,
acceptable from 20 to 70 degrees.
c)
CT at 22 23:27 UT
GHA Aries 22 23:00 256 00.4
Inc 00:27 006 46.1 +
Lon 103 42.0 E +
LHA Aries 366 28.5
360 ~
LHA Aries 006 28.5
213
Alt TB Mag
Alp Ham
Alpheratz 34 44 356 2.2
Hamal 34 30 029 2.2 Eni
Rigel 19 02 090 0.3
Canopus 20 23 140 -0.9
Rig
Achernar 56 08 162 0.6
Peacock 38 09 217 2.1
Enif 37 11 308 2.5 Can
Pea
Ach
Achernar. Bright, bearing nearly reciprocal to Alpheratz, moderate altitude.

Alpheratz. Adequately bright, bearing nearly reciprocal to Achernar, moderate altitude.
Rigel. Bright, bearing nearly perpendicular to Achernar and Alpheratz, adequate altitude.
Peacock. Adequately bright,brighter than Enif, bearing approximately opposite to Rigel, large angular
difference from Achernar and Alpheratz, moderate altitude.
5 At 0400 hrs on the 8th July the vessel receives a distress call from a MV Alice, carrying a timber
deck cargo, in position 31°48’.0S 34°25’.0E, advising that the vessel’s cargo has shifted and is listing
heavily to stbd. The vessel in distress is heading for a landfall position of 35°30’.0S 20°00’.0E and is
making good a speed of 10 knots.
At 0400 hrs own vessel is position 28°42’.0S 33°54’.0E. It is agreed that own vessel will rendezvous
with the MV Alice as soon as possible. MV Alice will maintain its course and speed throughout.
Determine EACH of the following:
(a) the true course of MV Alice; (10)
(b) the course to steer to rendezvous with MV Alice as soon as possible; (21)
(c) the time at which the MV Alice will be sighted on radar assuming it will be detected at a range of
15 miles. (9)
a)
DLon indicates Distance > 600 NM, `Mercator Sailing required.
A 31 48.0 S 2001.92 S 034 25.0 E

L 35 30.0 S 2267.43 S 020 00.0 E
D 03 42 0 S 014 25.0 W
222.0 S 265.51 S 865.0 W
tan Co -= DLon ÷ DMP

Co = tan-1 (865.0 ÷ 265.51) = 72 56 10.46 = S 73 W
Co = 253
b)
O 28 42.0 S 1787.65 S 033 54.0 E
A 31 48.0 S 2001.92 S 034 25.0 E
D 03 06.0 S 000 31.0 E
186.0 S 214.27 S 31.0 E
(Plane Sailing may be used.)
tan Co = DLon ÷ DMP

TB = tan-1 (31.0 ÷ 214.27) = S 8 13 56.2 E = 171 46 03.8
TB = 172
Plot of Velocity Vectors
Co = 211½
214
(c)
Dis = DLat ÷ cos TB = 186.0 ÷ cos 8 13 56.2 = 187.9365496 NM
Dis to detection = 187.93… – 15.0NM
Dis to detection = 172.93…NM
Plot of Velocity Vectors.
Rel Sp = 10.4kn
T = 172.93… NM ÷ 10.4kn = 16:37 + 04:00
Radar detection at 20:37
(By calculation.
A = 351 46 03.8 – 252 56 10.46 = 98 49 53.34
Sin A ÷ a = sin B ÷ b
Sin O ÷ o = sin A ÷ a
O = sin-1 (o x sin A ÷ a)
O = sin-1 (10.0 x sin 98 49 53.34 ÷ 15.5) = 39 36 23.66
Co = 171 46 03.8 + 39 36 23.66 = 211 22 27.4
Co = 211½
R = 180 – 39 36 23.66 – 98 49 53.5 = 41 33 42.84

a ÷ sin A = b ÷ sin B
r ÷ sin R = a ÷ sin A
r = a ÷ sin A x sin R
OA = 15.5 ÷ sin 98 49 53.34 x sin 41 33 42.84 = 10.40652444
T = 172.9365496NM ÷ 10.40652444kn = 16:37:05 + 04:00 = 20:37:05
Radar detection at 20:37)
215
O
211½ x 15.5 kn 172 x 10.4 kn
253 x 10.0 kn
216

In general this should have been a good paper for the prepared student- Approximately 50% of the marks
were awarded for calculations (Qu’s 1, 5 and 4b) and most candidates scored very highly in Qu 1 and
Qu 5.
Question 4b caused the most problems for candidates, as there was a distinct lack of knowledge of how
to calculate the observation period for taking star sights
Qu 3 concerned bridge operations and Qu 2a a tidal stream question- 2b poorly answered.
General Comments of Specific Examination Questions.
Q1
Part 1 a) This was in general answered well with the majority of students gaining almost full marks.
Mistakes that common were assuming that the last leg would be a composite great circle leg even though
they had already calculated the longitude on the parallel of 32 S where the vessel could commence a
direct great circle track to the destination.
Part 1bi) Most candidates managed to indicate the req'd route, but there errors in plotting this on the
chartlet. Many failed to indicate a indicate where a course change/waypoint occurred
Part 1 bii) Most candidates plotted this correctly
Part 1 c) The majority of students answered this from the point of view of attempting the passage in
southern winter and related their answer to encountering ice berg and poor visibility. Whilst this could
be argued if the question about a seasonal passage few mentioned the fact that the direct GC track
would take the vessel across South Island Zealand and therefore not possible at any time of year.
Q2
Part 2a) There were numerous mistakes made on this part, entering the tables with the wrong date to
noting down the information correctly. E.g- candidates did not make use of the time of slack water when
plotting the curve. Many of the curves were only partial curves covering part of the day and many were
straight line tooth saw curves which lead to inaccurate estimates of the actual rate of the tidal stream.
Many did not indicate the direction of the stream either on the curve or in the final answer.
Part 2bi)
Many candidates answered this from the point of view of general information required when submitting
an Hydrographic Note. Few actually had any idea of what information is actually required when the
subject matter of the Hydrographic Note concerns shallower than normal depths.
Very few aware of the advice contained in the Mariners Handbook regarding this particular subject area.
Part 2bii) Most candidates obtained the correct answer for this part
Q3
Part 3 a) Most candidates did not score well in this section as they did not read the question. Many gave a
general list of preparations to the bridge prior to arrival but the question specifically refers them to
procedures relating to the vessels propulsion and steering systems. From the answers it would appear
that many vessels are arriving in port with no checks being made either the steering gear and associated
controls or the main engine systems.
Part 3b) Many candidates said that immediately the pilot arrives on the bridge one of the first things they
be advised off is the vessels emergency procedures, however many failed to mention the vessels current
position, speed and heading, engine settings or traffic situation, but did discuss the contents of the pilot
card.
Candidates should be aware that when a pilot actually boards the vessel they may have a good idea of
course and speed the vessel is doing and have a general idea of where the ship is and what is going on
around it, this may change completely by the time the pilot arrives in the wheel house.
Part 3 c) Most candidates made a reasonable attempt at this section.
Q4
Part a) Many candidates were unable to complete this part. There was a general lack of understanding of
the relationship between ships time, Zone time, UT and LMT. Many candidates were of the opinion that
stars sights be taken at the commencement of Nautical twilight and still be available and visible at
sunrise. A number were unable to calculate the LMT of Civil twilight using the extracts from the Nautical
Almanac and could not obtain the LHA of Aries at that time, some using the Sun instead Of Aries. Many
217
applied the LIT wrongly and ended up with a time for either mid afternoon or the previous evening.
Part b) Most candidates a reasonable attempt at this section
Part c) Provided the choice of stars were backed up by sound reasons the marks were awarded for the
LHA of Aries obtained. Although a number of candidates failed to attempt this part- Few were aware of
the reasons for taking stars either due North/South (good latitude) or East/West (good longitude)
Q5
Part a) Many candidates solved this using plane sailing formulae, which was treated as a principle error.
The d'long between MV Alice and the landfall position some 14.5 degrees which should have had
candidates wondering whether plane sailing was appropriate and certainly when the departure was
calculated as 720 miles this should have alerted them. Immediately that Mercator sailing was necessary.
A number used the plane sailing incorrectly or used the wrong formula.
Part b) Again candidates made basic mistakes in this part. This was mainly due to the fact that a few
drew a sketch of the problem prior to starting it. A simple sketch have indicated that own vessel was to
the North and West of MV Alice and hence the initial bearing of MV Alice had to be South and East,
instead of North and West. This also have been apparent if candidates had named the dlat and dlong in
the question instead of just giving a numerical value.
Candidates are strongly advised to draw a sketch dealing with this type of problem as this have shown
immediately that vessel could never rendezvous with Alice if steering a NW’ly course, which many
candidates gave as an answer.
When plotting in rendezvous problems candidates should always put arrows on the vectors drawn as this
would possibly eliminate getting the direction wrong.
Part c) Most candidates a reasonable attempt at this but a considerable number failed to appreciate the
significance of the 15 ml range for radar detection. Whilst the initial bearing and distance were on the
whole calculated correctly many did not realise that the initial distance of 187.9 miles was the key factor
here.
The distance travelled by the target down the initial bearing line to be 15 miles off would be 172.9 miles
and that this the figure that needed to be divided by the relative speed of approach. Many worked out
the distance required by Alice to make the rendezvous and then subtracted 15 miles from that distance
to obtain the time required.
218
An ore carrier (100,000 GT) is on a long term charter to carry iron ore from Lulea (Northern Sweden)
to Los Angeles (California USA).
The normal route taken by the vessel on leaving the Baltic Sea is to transit the English Channel then
take a great circle route from Bishop Rock to the Mona Passage thence via the Panama Canal and
onwards to Los Angeles.
The homeward voyage follows the same route in reverse.
The vessel is fitted with all navigational aids as per statute and has a service speed of 17 knots.
1 Vessels operating in the Baltic Sea during the winter season often encounter ice conditions
(a) Outline the navigational hazards to be taken into account in EACH of the following situations:
(i) entering pack ice; (3)
(ii) manoeuvring the vessel in pack ice; (8)
(iii) approaching port in ice conditions. (10)
(b) With reference to the accuracy of navigational aids, outline the problems that may be
encountered in ice conditions and high latitudes, when using EACH of the following;
(i) Echo Sounder; (5)
(ii) Gyro compass; (5)
(iii) Radar. (4)
a)
i)
Hull damage due to excessive speed.
Hull damage due to entering ice at an acute angle.
Damage to bulbous bow, propeller and rudder by ice due to inadequate draught.
Blockage of suctions by ice.
Fog due to presence of ice.
ii)
Damage due to excessive speed.
Damage to bulbous bow, propeller and rudder by ice due to inadequate draught.
Damage to hull when turning due to impacts aft.
Variable ice thickness.
Ice concentration increasing due to wind driven movement of ice.
Besetment due to inadequate power.
Blockage of suctions by ice.
Fog due to presence of ice.
iii)
Lights obscured and sectors inaccurate due to icing.
Floating marks absent, or displaced by ice.
Navigation aids damaged or obscured.
Channels obstructed by ice.
Berth obstructed by ice.
b)
i)
Thermal stratification giving incorrect results.
Damage to transducer causing inaccuracy.
Water density different from standard.
ii)
Low directional force reducing stability of direction.
Speed errors if vessel speed does not match that fed to gyro.
Transient errors due to large course changes.
iii)
Incorrect measurement of range if fast ice is present around land.
Incorrect measurement of bearings if fast ice is present around headlands.
219
2 Whilst approaching the Dover Straits, in dense fog, the 00W makes the following observations on
the radar (6 Mile Range).
The vessel is steering 230°(T) at 5 knots.
Time Bearing Range Bearing Range Bearing Range

0910 255°(T) 5.5 miles 156°(T) 5.5 350°(T) 3.0 miles
0916 255°(T) 4.5 miles 157°(T) 4.6 350°(T) 2.6 miles
0922 255°(T) 3.6 miles 158½°(T)3.8 350°(T) 2.2 miles
(a) On Worksheet Q2 complete the plot for all THREE targets. (15)
(b) Prepare a full report on all THREE targets at 0922 hrs. (15)
(c) Determine, for EACH target, the reduction in speed of own vessel, at 0928 hrs, that will ensure
the target passes at a distance of 1.0 mile. (3)
Note: assume change of speed has instantaneous effect.
(d) State, with reasons, the actions that should be taken by a prudent Master at 0928 hrs. (7)
a) WO = 5.0 x 00:12 = 1.0 NM
b)
09:22 A B C
Bearing 255 158½ 350
Tendency Steady Drawing Forward Steady
Range 3.6 NM 3.8 NM 2.2 NM
CPA 0 NM 239 x 0.6 0 NM
TtCPA 00:23 00:27 00:33
ToCPA 09:45 09:47 09:55
Course 101 295 205
Speed 5.0 kn 9.0 kn 7.5 kn
Aspect R026 G043½ R035
TtCPA ToCPA Speed Aspect

A
3.6 ÷ 1.9 x 00:12 = 00:23 + 09:22 = 09:45
1.0 ÷ 00:12 = 5.0 kn
101 - 075 = R026
B
3.8 ÷ 1.7 x 00:12 = 00:27 + 09:22 = 09:47
1.8 ÷ 00:12 = 9.0 kn
295 – 338.5 = G043.5
C
2.2 ÷ 0.8 x 00:12 = 00:33 + 09:22 = 09:55
1.5 ÷ 00:12 = 7.5 kn
205 – 170 = R035
c)
09:22 09:28
A 1.9 ÷ 00:12 x 00:06 = 0.95
B 1.6 ÷ 00:12 x 00:06 = 0.8
C 0.8 ÷ 00:12 x 00:06 = 0.4
Reduction in Speed:
A 4.5 kn to 0.5 kn 0.1 ÷ 00:12 = 0.5 kn
B 1.0 kn to 4.0 kn 0.8 ÷ 00:12 = 4.0 kn
C 4.5 kn to 0.5 kn 0.1 ÷ 00:12 = 0.5 kn
220
d)
The Prudent Master should stop the vessel until resuming Speed will maintain CPAs of all Targets
of 1.0 NM or more, not earlier than 09:56.
Resume Course:
A 09:28 + 2.6 ÷ 1.1 x 00:12 = 09:56
B 09:28 + 0.8 ÷ 1.8 x 00:12 = 09:33
C 09:28 + 1.7 ÷ 1.5 x 00:12 = 09:42
Targets may be in close quarters situations and may manoeuvre.

Rule 19. Alterations of Course to be avoided:
To Port, Target A, Forward of the Beam.
To Port or Starboard, toward Targets B and C, Abaft the Beam.
221
3 Using the following departure and landfall positions:
Departure Position 49°47’.0N 6°27’.0W (Bishop Rock)
Landfall Position 18°20’.0N 67°50’.0W (Mona Passage)

(i) the rhumbline distance; (8)
(ii) the great circle distance; (10)
(iii) the initial great circle course. (10)
(b) The distance from the Mona Passage to Cristobal (Panama) is 1810 miles.
The vessel is due to make the southbound passage in mid February and it is estimated that if the
vessel follows the great circle track its speed will be reduced by 3 knots for a period of 72 hours due
to adverse head seas.
The rhumbline route will be unaffected.
Calculate the steaming time to Cristobal. for both the rhumbline and great circle route, stating
which of the TWO routes is the more economical. (7)
P A B P
E
C
a)
B
Lat MP Lon
DP 49 47.0 N 3436.41 N 006 27.0 W
LP 18 20.0 N 1111.91 N 067 50.0 W
d 31 27.0 S 2324.50 S 061 23.0 W
1887.0 S 3683.0 W
i)
(Dis = √(DMP2 + DLon2) x DLat ÷ DMP = √(2324.502 + 3683.02) x 1887.0 ÷ 2324.5 = 3535.498908 NM)
RL Dis = 3535.5 NM
ii)
PA = 90 – 49 47 =40 13
PB = 90 – 18 20 = 71 40

AB =57 44 29.64 x 60 = 3464.493962
GC Dis = 3464.5 NM
222
iii)
A = tan Lat A ÷ tan DLon = tan 49 47 ÷ tan 061 23 = 0.645238221 S
C = A ± B = 0.645… - 0.377… = 0.2677689764 S
A = tan-1 (1 ÷ C ÷ cos Lat A) = tan-1 (1 ÷ 0.267… ÷ cos 49 47) = 80 11 27.35 =S 80 W
ICo = 260
b)
PT
RL = (3535.5 + 1810.0) ÷ 17.0 = 314:26
GC = 72:00 + (3464.5 + 1810.0 – 72:00 x 14.0) ÷ 17.0 = 322:58
The Rhumb Line Route is the most economical.
4 (a) The British Admiralty produces Ocean Routeing charts for each month of the year for the main
oceans of the world.
Outline the type of information found on such charts for EACH of the following specific categories:
(i) Ocean wind patterns; (5)
(ii) Ocean currents; (5)
(iii) Tropical Revolving storms. (3)
(b)
(i) Outline the warning signs of an approaching TRS. (I0)
(ii) Explain how onboard observations can be used to determine the vessel’s position relative to the
centre of the TRS. (6)
(iii) A vessel is in the storm field of an approaching N Atlantic TRS.
The TRS has already recurved and the vessel lies in the advance quadrant of the northern half of the
TRS.
State the action that a prudent Master would take in this situation. (6)
(c) Outline how the OOW can use on board observations to predict the time when a vessel will
encounter fog at sea. (10)
(d) Compile a set of Masters Standing Orders for a vessel operating in restricted visibility. (10)
a)
i)
Wind Roses for five degree squares.
Wind arrows in the direction of the wind.
Widths of sections of the shafts showing wind force.
Lengths of sections showing percentages of wind force.
Number of observations.
Number of variable observations.
Number of calm observations.
ii)
Predominant Current arrows.
Breadth of arrow indicates constancy.
Annotations indicate rate.
iii)
A statement that Tropical Revolving Storms lose their tropical characteristics in higher latitudes.
Arrows indicating past tracks of a selection of Tropical Revolving Storms during the month concerned.
b)
i)
A heavy swell from the high wind waves being generated in the vicinity of the eye.
The loss of diurnal variation of atmospheric pressure.
A reduction of atmospheric pressure below the seasonal average for the area of 3 hPa or more.
223
A significant increase in wind speed.
Probably a significant change in wind direction.
A change of cloud types from trade wind cumulus to cirrus and cirrocumulus then cumulonimbus.
Increasing cloud coverage.
Possibly exceptionally good visibility.
Rain pattern of TRS visible on radar.
ii)
Bearing, Buys Ballot’s Law.
Face the wind.
TRS is to the right in the Northern Hemisphere and left in the Southern Hemisphere.
By ninety degrees plus the Angle of Indraft.
Angle of Indraft approximatelty:
Pressure starts to fall 4 points
Pressure has fallen 10 hPa 2 points
Pressure has fallen 20 hPa 0 points
Distance:
Pressure has fallen 5 hPa wind approximately Force 6 200 NM
Left
iii)
Right
Advance
Path
Dangerous
Quadrant
Vortex
Track
Trough Line
Rear
The vessel is in the Navigable Semicircle.

Steam with the wind on the Starboard Quarter.
At maximum practicable speed in the circumstance.
Alter course to maintain the relative wind direction on the Starboard Quarter.
Report in accordance with SOLAS.
Monitor changes in Meteorological elements, reassessing position of the vessel with respect to the Eye
and the Path.
Be prepared to change the action taken if the circumstances change.
224
c)
Observe and record Sea Temperature and Dew Point Temperature.
Plot these against Time.
Convergence will indicate higher probability of fog.
The point when the Sea Temperature will be below the Dew Point Temperature indicates when Fog
formation is likely.
Sea Temperature
Fog probable
Dew Point
Time
d)
In addition to general Standing Orders:
In restricted visibility:
Inform the Master.
Comply with International Regulations for the Prevention of Collision at Sea.
Sound the appropriate fog signal for the vessel’s condition.
Switch on Navigation Lights.
Place Engines on Standby, informing the Engineers of the reason for doing so.
Reduce speed as appropriate in the circumstances.
Engage Hand Steering.
Post Lookout/s as appropriate for the circumstances.
Set the Radar to an appropriate range.
Set ARPA to appropriate settings.
Set ECDIS to appropriate settings.
As relevant:
Close Watertight Doors.
Stop work on deck.
Any other actions appropriate to the circumstances.
5 On the subsequent north bound passage the 00W makes the following celestial observations:
Date 20th March
DR position 24° 18’.0N 61 °40’.0W
Time at ship 0918hrs
Chronometer Read 1h 20m 42s Index Error 2.4 off the arc
Chronometer Error 3m 20s slow on UT Height of Eye 18.4 m
Sextant Altitude of the Suns Lower Limb 41°50’.5
Variation 6°W
Compass Bearing of the Sun 117°(C)
(a) the direction of the position line; (15)
(b) a position through which the position line passes; (15)
(c) the deviation of the magnetic compass for the direction of the ship’s head. (5)
Zone Time 03-20 09:18

Time Zone 04 W + LiT = 061 40.0 ÷15 = 04:07
UT? 03-20 13:18
225
CT 13:20:42
CE 00:03:20 S
UT 13:24:02
Vessel is keeping UT - 04:06 ?
GHA 03-20 13 013 07.6 Dec S 00 04.6

Inc 24:02 006 00.5 d 1.0 - 00.4
Lon 061 40.0 W Dec S 00 04.2
LHA -42 31.9
360
LHA 317 28.1

CZD = cos-1 (cos LHA x cos Lat x cos Dec ± sin Lat sin Dec)
CZD = cos-1 (cos 317 28.1 x cos 24 18.0 x cos 00 04.2 - sin 24 18.0 x sin 00 04.2)
CZD = 47 50 49.02
SA 41 50.5
IE 00 02.4 Off
OA 41 52.9
D 00 07.5 –
AA 41 45.4
TC 00 15.2 +
TA 42 00.6
90
TZD 47 59.4
CZD 47 50.8
Int 00 08.6 Away
A = tan Lat ÷ tan LHA = tan 24 18.0 ÷ tan 317 28.1 = -0.492198263 = 0.492198263 S
B = tan Dec ÷ sin LHA =tan 00 04.2 ÷ sin 317 28.1 = - 0.001807300951 = 0.001807300951 S
C = A ± B = 0.492… + 0.001… = 0.494005564 S
Az = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.494… x cos 24 18.0)) = 65 45 39.25 = S 66 E
TB = 114
PL 024 / 204
b) Plot or:
DLat = Int x cos TB = 8.6 x cos 294 = 3.5 N

MLat = Lat ± DLat ÷ 2 = 24 18.0 N+ 00 03.5 N ÷ 2 = 24 19 45.92
Dep = Int x sin TB = 8.6 x sin 294 = 7.9 W
DLon = Dep ÷ cos MLat = 7.9 ÷ cos 24 19 45.92 = 8.7 W
DR 24 18.0 N 061 40.0 W ITP Dep
D 00 03.5 N 000 08.7 W
ITP 24 21.5 N 061 48.7 W DLat
8.6
c)
TB 114 AP 114
MCB 117 -
MCE -3 W
V -6 W -
D +3 E
226

A 325 metre container vessel is on a long term charter to carry cargo between North West Europe,
Southern Africa, New Zealand and the East Coast of the United States. The vessel carries navigation
equipment as per statute and has a service speed of 22.0 knots. The vessel is due to depart
Zeebrugge (Belgium) on the 8th January with an expected departure draft of 12.8m, bound for
Wellington (New Zealand), via Durban (South Africa)
1 On leaving the berth in Zeebrugge (ATT No 1562) the vessel will have to cross a shoal patch in the
outbound channel with a charted depth of 11.2 metres.
The vessel will encounter the shoal 20 minutes after leaving the berth and the Master requires an
underkeel clearance (UKC) of 2.5 metres at all times.
(a) (i) Determine the height of tide required to maintain the vessels required UKC. (5)
(ii) Using Worksheet Q1, find the earliest time the vessel can leave the berth on the PM flood tide on
the 8th (25)
(b) A deep low pressure area, located in the Southern North Sea, is causing Southerly offshore gales
across the whole of the area.
Outline TWO factors that may affect the accuracy of the tidal height predictions found in Admiralty
Tide Tables, given the current weather conditions. (6)
(c) Explain why interpolation between the neap and spring curves requires to be more accurate for
the flood tide than the ebb tide, for the port of Zeebrugge. (4)
The Standard Port daily data and tidal curve for Zeebrugge, Vlissengen, is not available in the SQA Tide
Tables.
Candidates were instructed to use (P28) Antwerp as the Standard Port and (P44) the Time and Height
Differences for either Antwerp or Vlissengen, and state which were used.
The Antwerp curve supplied was to be relabelled Vlissingen, and the ranges Springs 4.4 and Neaps 3.0
used.
a) i
Waterline
Draft12.8 HoT
Keel CD
Sea Bed
D 12.8
UKC 2.5
WL SB 15.3
CD 11.2
HoT 4.1
ii Using Differences for Vlissingen.

T H
LW HW LW HW R
SPP 16:19 22:34 0.5 4.7 4.2
SC 1534 0.0 0.0
SPU 0.5 4.7
D -00:21 -00:20 -0.1 -0.1
2PU 0.4 4.6
SC 1562 0.0 0.0
2PP 15:58 22:14 0.4 4.6
227
Interpolation
LW
16:00 16:19 22:00
-00:20 -00:35
-00:20 + (16:19 – 16:00) ÷ (22:00 – 16:00) x (-00:35 - -00:20) = -00:21
HW
21:00 22:34 27:00
-00:15 -00:35
-00:15 + (22:34 – 21:00) ÷ (27:00 – 21:00) x (-00:35 - -00:15) = -00:20
LW
1.0 0.5 0.5
+0.1 -0.1
BI -0.1
HW
4.9 4.7 4.0
-0.1 -0.2
BI -0.1
Factor, Neap toward Spring curve.

Antwerp curves.
(4.2- 3.2) ÷ (5.8 – 3.2) = 0.38
HW 22:14
I -00:55
HoT 21:19
PT 00:20
ETD 20:59
b)
Lower atmospheric pressure than Standard raises sea level by 0.01m per hPa difference in pressure.
Offshore winds reduce sea level, the amount depending on the wind strength, duration and depth of
water.
c)
The Flood curves are further apart than the Neap curves.
An error in interpolation between them will have greater effect on the resulting Interval when using the
Flood Curves than when using the Neap curves.
228
229
2 The vessel clears Zeebrugge and enters the SW bound lane of the Dover Straits Traffic Separation
Scheme. Weather conditions remain the same as on departure Zeebrugge, with heavy rain and
driving spray seriously affecting visibility. Dense traffic expected off the port of Dover.
(a) State the ideal manning levels on the bridge to ensure the vessel is navigated safely during the
passage through the Straits. (5)
(b) Outline the duties and responsibilities of EACH of the team members. (20)
(c) Outline FIVE objectives of IMO approved Traffic routeing schemes which are
applicable to the Dover Straits. (10)
a) Master, two Officers of the Watch, two Ratings, third Rating on standby.
b) Master. In command.
Communications.
OOW. Navigation.
Monitors Position, Course and Speed in relation to the Passage Plan.
Communications.
Record keeping.
Monitors Master.
OOW. Traffic.
Informs Master.
Monitors Master.
Rating. Helmsman.
Rating. Lookout.
Reports to Master and OOW Navigation.
Rating. Standby.
c)
1. The separation of opposing streams of traffic to reduce ‘head on’ incidence.
2. Reduce the dangers of Collision between crossing traffic in established shipping lanes.
3. Simplify the patterns of flow in converging areas.
4. Reduce the risk of grounding where depths are critical.
5. Organisation of traffic flow around areas where navigation by all ships or classes of certain ships is
dangerous and undesirable.
6. Organisation of safe traffic flow in or clear of environmentally sensitive areas.

7. Guidance of traffic clear of fishing grounds or through fishing grounds.
8. Organise safe traffic flow in areas of offshore exploration’.
230
3 At 0040 hrs the vessel is proceeding in the general direction of traffic flow in the SW
bound lane, and is steering 240° (T) at a speed of 12 knots.
The visibility is estimated to be 1.0 mile and the vessel’s engines are on standby and ready for
immediate manoeuvre.
Worksheet Q3 shows a radar plot, on the 6 mile range, obtained by the 00W, over a 10 minute
period, the plot being completed at 0050 hours.
(a) On Worksheet Q3, for targets A, B and C, determine EACH of the following:
(i) the course and speed; (6)
(ii) the CPA and Time of CPA; (6)
(iii) the aspect at 0050 hrs. (6)
(b) With reference to Datasheet Q3(b), outline the likely intentions of EACH target
vessel with respect to Rule 10 of the IRCPS. (6)
(c) Determine the action that a prudent master would take at 0055 hrs to ensure that all targets pass
at least 1.0 mile clear of the vessel. (9)
Note: assume that any alteration of course and or speed have instantaneous effect.
(d) Explain fully how the action taken in Q3(c) complies with Rule 19 of the IRPCS. (15)
a)
WO = 12.0 x 00:10 = 2.0 NM
i
Co Sp
A 159. 1.75 ÷ 00:10 = 10.5 kn
B 223 2.55 ÷ 00:10 = 15.3 kn
C 256 1.2 ÷ 00:10 = 7.2 kn
ii CPA
A 190 x 0.5 NM
in 3.5 ÷ 2.5 x 00:10 = 00:14 + 00:50 at 01:04
B 270 x 0.1 NM
in 1.9 ÷ 0.9 x 00:10 = 00:21 + 00:50 at 01:11
C 309 x 0.1 NM
in 2.6 ÷ 0.9 x 00:10 = 00:29 +00:50 at 01:19
iii Aspect from Course to reciprocal of Bearing.

A 159 – 097 = 62. R062
B 223 – 178 = 45. R045
C 256 – 040 = 216 – 360 = -144. G144
b)
A is in the ITZ.
Will probably cross the TSS toward Calais on a course at right angles to the direction of traffic flow.
B is in the ITZ.
Will probably join the TSS at a shallow angle and proceed in the direction of traffic flow.
C is in the TSS proceeding neither at right angles to, nor in the direction of, traffic flow.
Will probably enter the ITZ and proceed to Dover.
231
c)
Alter Course to 225 for Target C.
This is inadequate for Target A.
Alter Course to 185 for Target A.

Time to Resume Course = 2.4 ÷ 0.9 x 00:10 = 00:27
Distance = 00:27 x 12.0 kn = 5.4 NM.
Vessel will be in Northeast bound Traffic Lane when Course can be resumed.
Reduction of Speed to zero is required for Target B.
Therefore Stop the vessel for approximately 00:20 until A has crossed ahead, B has overtaken and C is
ahead.
d) Visibility is restricted, Rule 19 applies.

The vessel is proceeding at reduced speed and has engines on standby in compliance with Rule 19.
The vessel has determined that close quarters situations exist.
An alteration of course to Port for Target C is permitted as Target C is being overtaken.
An alteration of course to Starboard is to be avoided for Target B which is abaft the beam.
232
233
4 The vessel arrives in Durban on the 2nd January and the Master is advised that the vessel is to
make an additional call at Freemantle (W Australia).
(a) With reference to Datasheet Q4, state the recommended route for the time of year for such a
passage. (5)
(b) Indicate the recommended route on Worksheet Q4(b). (10)
(c) Calculate the total distance on passage given the following departure and landfall positions: (20)
Departure position 29°52’.0S 031 °02’.0E
Landfall position 32°03’.0S 115° 44.0E
(d) If the vessel departs Durban at 0530 hrs (Standard Time) on the 24th January,
calculate the ETA at Freemantle (Standard Time) assuming an additional 30 miles
will be added to the distance calculated in Q4(c) to allow for pilotage. (10)
a) 6.158 Oct – Apr

Great Circle Durban to 40 S 077 E
Great Circle to Fremantle.
b)
c)
D 29 52.0 S 031 02.0 E
R 40 00.0 S 077 00.0 E
DLon 045 58.0 E
PA = 90 – 29 52.0 = 60 08
PB = 90 – 40 00.0 = 50 00

Dis DR = cos-1 (cos 045 58 x sin 60 08 x sin 50 00 + cos 60 08 x cos 50 00)
Dis DR = 38 34 14.52
R 40 00.0 S 077 00.0 E

F 32 03.0 S 115 44.0 E
DLon 038 44.0 E
PA = 90 – 40 00.0 = 50 00
PB = 90 – 32 03.0 = 57 57

Dis RF = cos-1 (cos 038 44 x sin 50 00 x sin 57 57 + cos 50 00 x cos 57 57)
Dis RF = 32 02 58.59
Dis = 70 37 13.11 x 60
Dis = 4237.2
234
d)
Dis = 4237.2 + 30 NM
Dis = 4267.2 NM
ETD 01-24 05:30 ST

ETD 024 05:30 ST
TD 02:00 –
ETD 024 03:30 UT
PT 008 01:58 4267.2 ÷ 22.0
ETA 032 05:28 UT
TD 08:00
ETA 032 13:28 ST
ETA 02-01 13:28 ST
5 (a) Outline TEN factors to be taken into account when planning a landfall after a long ocean
passage. (20)
(b) Outline SIX navigational factors which should be considered by the Master when selecting a
suitable anchorage. (12)
a)
Availability of Navigation Aids during approach.
b)
Depth of water.
swinging circle.

Nature of sea bed.


235


236


An 88,000 GT bulk carrier is to make a loaded passage between Freemantle (W Australia) to Antwerp
(Belgium), via the Suez Canal.
The vessel’s owners have indicated they require a service speed of 14.0 knots.
1 The vessel is to follow a great circle track from a departure position off Freemantle to a landfall
position off Raas Caseyr, as indicated below.
Departure Position 33°02’.0S 115°45’.0E
Landfall Position 11°50’.0N 51°17’.0E
(i) the distance on the great circle track; (10)
(ii) the initial great circle course: (10)
(b) State the relationship between the position of the vertex and the point where the GC
track crosses the equator, stating the longitude when the vessel crosses the equator. (5)
P
N
VN
E1
E1 E2
VS
DP 33 02.0 S 115 45.0 E

LF 11 50.0 N 051 17.0 E
DLon 064 28.0 W
From North Pole.

PA = 90 + 33 02 = 123 02
PB = 90 – 11 50 = 78 10
237
a)
i) Cos AB = cos P x sin PA x sin PB +cos PA + cos PB
Dis = 76 00 05.84 x 60
Dis = 4560.1 NM
ii)
C = A ± B = 0.310… + 0.232… = 0.5428062698 N
ICo = tan-1 (1 ÷ C ÷ cos Lat A) = tan-1 (1 ÷ 0.542… ÷ cos 33 02) = 65 31 53.21= N 65½ W
ICo = 294½
iii) P
PV = sin-1 (cos (90 – 65 31 53.21) x cos (90 – 123 02)
V A
PV = 49 44 04.94 ~ 90 V
Lat V = 40 15.9 N and S
sin mid = tan adj x tan adj AV PV

sin (90 – PA) = tan (90 – A) x tan (90 – P) 90-P
90-A
tan (90 – P) = sin (90 – PA) ÷ tan (90 – A)
P = 90 – tan-1 (sin(90 – 123 02) ÷ tan (90 – 65 31 53.21)) 90-PA
P = 140 08 43.39 W
Lon VN = Lon A ± DLon = 115 45 E – 140 08.7 W = -24 23.7
Lon VN = 024 23.7 W ~ 180
Lon VS = 155 36.3 E
Vertices, N or S not specified in question.

40 15.9 N 024 23.7 W
40 15.9 S 155 36.3 E
b)
The DLon from Vertex to Equator is 90°.
Lon W00 = Lon VS – 90 = 155 36.3 – 90

Lon W00 = 065 36.3 E
2 (a) Outline SIX of the precise objectives of the IMO Ships Routeing schemes that would
be appropriate to an area such as the Gulf of Aden and Red Sea. (18)
(b) State THREE different sources where information on traffic separation schemes in the Red Sea
may be found. (3)
(c) Certain classes of vessels are permitted to use the inshore traffic zones of traffic
separation schemes. Detail the circumstances under which they may do so. (9)
a)
1. The separation of opposing streams of traffic to reduce ‘head on’ incidence.
2. Reduce the dangers of Collision between crossing traffic in established shipping lanes.
3. Simplify the patterns of flow in converging areas.
4. Organise safe traffic flow in areas of offshore exploration’.
5. Organisation of traffic flow around areas where navigation by all ships or classes of certain ships is
dangerous and undesirable.
6. Organisation of safe traffic flow in or clear of environmentally sensitive areas.
7. Reduce the risk of grounding where depths are critical.

8. Guidance of traffic clear of fishing grounds or through fishing grounds.
238
b)
1. IMO Routeing Manual.
2. Admiralty Charts
3. Mariners Routeing Guide, Gulf of Suez.
4. Admiralty Sailing Directions.

5. Annual Summary of Notices to Mariners.
6. M Notices
c)
Vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore
traffic zone.
A vessel may use an inshore traffic zone when en route to or from a port, offshore installation or
structure, pilot station or any other place situated within the inshore traffic zone,
or to avoid immediate danger.
3 (a) With reference to Datasheet Q3(1), explain why there are multiple routes in the
vicinity of the island of Suqutra for both outbound and inbound passages in the Gulf
of Aden. (15)
(b) With reference to Datasheet Q3(2). describe the main navigational factors to be
considered when approaching and rounding Raas Caseyr. (15)
(c) Explain why restricted visibility is often encountered in the vicinity of Suqutra. (5)
a)
Conditions in the area vary seasonally with the Monsoon Winds.
During May to September the Southwest Monsoon produces:

Strong winds, high wind waves, high swell waves.
A strong northeast bound current.
Routes during this period, particularly for low powered vessels, avoid the area where conditions are most
severe as much as practicable, and traverse it with following wind, waves and current.
During October to April the northeast monsoon produces:

Less strong winds, lower wind waves and swell waves.
A weaker southwest bound current.
Routes during this period are more direct.
b)
Strong currents.
SW from December to February, 2 - 4 kn.
NE from April to September, 4 – 7 kn.
Variability of currents may lead to unexpected onshore sets.
Rapid shoaling of the sea bed, soundings give little warning of approaching the coast.
Old and imperfect surveys.

During the SW Monsoon, wind, wind waves, swell waves, strong northerly current and thick haze.
Similarity of appearance of Raas Shannaquiff and Raas Caseyr.
c)
Dust blown from Africa during the southwest monsoon and from the Arabian Peninsula during the
northeast monsoon causes reduced visibility due to haze in the area.
During the northeast monsoon heavy rain squalls occur in the evenings, reducing visibility.
239
4 (a) State the appropriate manning levels on the bridge, outlining the duties of EACH
member of the bridge team, for EACH of the following situations:
(i) navigation in a Traffic Separation Scheme with dense traffic; (15)
(ii) navigation in clear weather, during darkness, on an ocean passage. (8)
(b) In general terms outline the factors that should be considered when writing a set of
Master’s Standing Orders. (22)
a)
i)
Master. In command.
Communications.
OOW. Navigation.
Communications.
Record keeping.
Monitors Master.
OOW. Traffic.
Informs Master.
Rating. Helmsman.
Rating. Lookout.
Rating. Standby.
ii)
OOW. Has the Con.
Navigation. Position, course and speed monitoring.
Communications.
Record keeping.
Informs Master as required.
Rating. Lookout.
Reports to OOW.
Monitors OOW.
May report to Master if necessary.
b)
Masters Standing Orders (SO) should be used as a supplement to other available publications, such as
Bridge Procedures Guide and Company and ISM Manuals, to make it clear to the OOW exactly what his
duties and responsibilities are when on watch.
SO should be written with the particular vessel in mind as check lists in the Bridge Procedures Guide tend
to be generic.
240
SO should start with a general section which covers factors which are common to all watchkeeping
situations.
Amongst these that should be covered are:
Keeping a lookout
Manning on the bridge
Distress situations
Protection of the Marine environment
Use of navigation equipment
Passing distances
Calling the Master
Procedure for Master taking the con
This should be followed by more detailed advice covering the following watchkeeping situations:
Ocean Passages
Coastal Passages
Traffic separation schemes and confined waters
Navigation under pilotage
Restricted visibility
Heavy weather ice TRS
At Anchor
In Port
Preparation for Arrival and Departure
5 A vessel is proceeding at 12 knots on a course of 065°(T) in restricted visibility, estimated to be

approximately 1.0 nautical mile.
The 00W commences plotting three targets, on the 12 nml range, at 0006 hrs and the resultant plot
completed at 0018 hrs is shown on Worksheet Q5.
(a) Complete the plot for ALL THREE targets. (6)
(b) Determine EACH of the following:
(i) course and speed of Target A; (2)
(ii) course and speed of Target B: (2)
(iii) CPA, TCPA and speed of Target C. (3)
(c) Determine the alteration of course required at 0024 hrs to allow Target B to pass clear with a
CPA of 2 miles. (6)
(d) At 0024 hrs the 00W alters course 60° to starboard, maintaining a speed of 12 knots.
Comment on the action taken by the 00W with reference to Rule 19 of the IRPCS. (10)
(e) At 0027 hrs the vessel is settled on a course of 125° (T) and the following information is obtained
from Target C.
Time Range Bearing
0027 6.1 nml 228° (T)
0033 5.1 nml 228°(T)
0039 4.1 nml 228° (T)
Determine what action, if any, has been taken by target C. (9)
(f) State, with reasons, what action should be taken by the 00W at 0039 hrs. (12)
WO = 12.0 x 00:12 = 2.4 NM
a) CPA, WO, WA.
b)
i) Co = 153 T,
Sp = 2.3 NM ÷ 00:12 = 11.5 kn
241
ii) Co = 332 T
Sp = 2.5 NM ÷ 00:12 = 12.5 kn
iii) CPA 157 T x 1.9 NM

TtCPA = 7.7 NM ÷ 2.7 NM x 00:12 =00:34
ToCPA = 00:18 + 00:34 = 00:52
Sp = 5.1 ÷ 00:12 = 25.5 kn
c)
00:18 to 00:24, 3.6 NM ÷ 00:12 x 00:06= 1.8 NM
Co = 107 T
d)
Risk of collision exists.
The alteration is in ample time.
The alteration is not to port for a vessel forward of the beam.
The vessel is not being overtaken.
The alteration is toward a vessel abaft the beam.
00:18 to 00:24
A 3.2 ÷ 00:12 x 00:06 = 1.6 NM
C 2.7 ÷ 00:12 x 00:06 = 1.3 NM
The resulting CPA of:

A is 325 T x 3.4 NM in 4.9 ÷ 1.2 x 00:12 = 00:49
B is 044 T x 2.8 NM in 5.1 NM ÷ 4.8 NM x 00:12 = 00:13
C is 308 T x 1.5 NM in 6.4 NM ÷ 4.2 NM x 00:12 = 00:18
e)
C has altered course to 091 T
and altered speed to 3.5 NM ÷ 00:12 = 17.5 kn
f)
00:18 to 00:25½
A 3.2 x 00:07½ ÷ 00:12 = 2.0 NM
B 3.6 x 00:07½ ÷ 00:12 = 2.3 NM
00:25½ to 00:39.
A 00:13½ ÷ 00:12 x 1.1 = 1.2 NM
B 00:13½ ÷ 00:12 x 4.8 = 5.4 NM
The OOW should stop the vessel and call the Master.
Alteration to port is unwise because A and B are abaft the port beam, approaching a close quarters
situation and are likely to manoeuvre.
Alteration to starboard is unwise because C is abaft the starboard beam and may manoeuvre again.
242
243
SQA Navigation 2011-11-29
A 325 metre container vessel is on a long term charter to carry cargo between South Africa, New
Zealand and the East Coast of the United States.
The vessel carries navigation equipment as per statute and has a service speed of 22.0 knots. The
vessel is due to depart Capetown (South Africa) on 10th November, bound for Wellington (New
Zealand)
1 The vessel is to use the following as departure and landfall positons:

Departure Position 34 50.0 S 021 00.0 E
Landfall Position 40 00.0 S 173 48.0 E
And a Limiting Latitude of 45 S
a) Indicate the vessel’s intended track on Worksheet Q1 (5)
b) Calculate EACH of the following:
i) the position of the vertices; (15)
ii) the total distance on passage; (15)
iii) the direct rhumb line course and distance between the departure and landfall positions. (10)
a) Next page.
b) DP 34 50.0 S 021 00.0 E

LP 40 00.0 S 173 48.0 E
DLon 152 48.0 E
i)
PA = 90 – 34 50 = 55 10
A V
PB = 90 – 40 00 = 50 00
PV = 90 – 45 00 = 45 00
V1
P
Sin mid = tan adj x tan adj V
Sin (90 – P) = tan (90 – PA) x tan PV
P = 90 – sin-1 (tan (90 – 55 10) x tan 45 00)
P = 45 54 09.06 AV PV
Lon V1 = Lon A ± DLon = 021 00 E + 45 54 09.06 E 90-A 90-P

Lon V1 = 066 54 09.06 E
90-PA
Lat V1 = 45 00 S
Lon V1 = 066 54.2 E
V2 V B
Sin mid = tan adj x tan adj
Sin (90 – P) = tan (90 – PB) x tan PV
P = 90 – sin-1 (tan (90 – 50 00) x tan 45 00) P
P = 32 57 17.41 V
Lon V2 = Lon B ± DLon = 173 48 E - 32 57 17.41 W BV

PV
Lon V2 = 140 50 42.59 E
90-P 90-B
Lat V2 = 45 00 S
Lon V2 = 140 50.7 E 90-PB
244
V1
V2
DP
245
LF
ii)
A V
Dis AV1
Sin mid = cos opp x cos opp
Sin (90 – PA) = cos AV x cos PV
Cos AV = sin (90 – PA) ÷ cos PV
AV = cos-1 (sin ( 90 – 55 10) ÷ cos 45 00) P
V
AV = 36 07 11.24 x 60
Dis AV1 = 2167.18… NM
AV PV
Dis V1 V2
DLon V1V2 = DLon - DLon AV1 – DLon V2B 90-A 90-P
= 152 48 – 45 54 09.06- 32 57 17.41
= 073 56 33.53 90-PA
Dep V1 V2 = DLon x cos MLat

= 073 56 33.53 x cos 45
= 52 17 07.25 x 60
= 3137.12… NM
V B
Dis V2B
Sin (90 – PB) = cos BV x cos PV P
V
Cos BV = sin (90 – PB) ÷ cos PV
BV = cos-1 (sin ( 90 – 50 00) ÷ cos 45 00)
BV = 24 37 37.64 x 60 BV
PV
Dis V2B = 1477.62… NM
90-P 90-B
Dis = 2167.18… + 3137.12… + 1477.62…
Dis = 6781.9 NM 90-PB
iii)
DP 34 50.0 S 021 00.0 E 2218.72 S
LP 40 00.0 S 173 48.0 E 2607.64 S
D 05 10.0 S 152 48.0 E 388.92 S
310.0 S 9168.0 E
Tan Co = DLon ÷ DMP

Co = tan-1 (9168.0 ÷ 388.92)
= 87 34 15.19
= S 87½ E
Co = 092½

= 310.0 ÷ cos 87 34 15.19
=7314.2 NM
246
2 Weather routeing is often effectively used by vessels making trans oceanic passages.
a) Outline FIVE factors that should be considered when deciding to weather route a vessel. (20)
b) Describe THREE types of weather routeing currently available to vessels. (12)
c) Outline the benefits of carrying out shipboard weather routeing. (8)
a)
Probable swell height and direction.
3. The vessel.
4. The cargo.
5. The voyage.
b)
information.
c)
detail.
of the voyage.
Information obtained through the internet or otherwise can be used to improve forecasting.
Low cost.
247
3 Whilst approaching Wellington the vessel encounters heavy rain and gale force Southerly winds,
with visibility estimated to be approximately 1 nautical mile. The vessel is steering 067 (T) at a
speed of 12 knots.
The OOW obtains the following radar plot between 0448 hours and 0508 hours as shown on
Worksheet Q3. Target A is known to be an island.
a) Prepare a full analysis of the situation of 0508 hrs with regard to Targets B and C. (14)
b) Determine the direction and rate of the tidal stream. (4)
c) Determine the action required by own vessel at 1513 hrs, to ensure that all targets pass at a
distance of at least 1.5 miles. (10)
Note: assume all alterations of course and speed are instantaneous.
d) Explain how the action taken in Q3c) meets the requirements of Rules 19 and 8 of the IRPCS. (12)
WO = 12.0 x 00:20 = 4.0 NM
TtCPA = AC ÷ OA x T
B 5.7 ÷ 4.2 x 00:20 = 00:27
C 3.9 ÷ 2.4 x 00:20 = 00:33
Speed = WA ÷ T
B = 2.9 ÷ 00:20 =8.7 kn
C = 6.3 ÷ 00:20 = 18.9 kn
A = 1.1 ÷ 00:20 = 3.3 kn
Aspect = Co ± (TB ± 180)

B = 356 ± (111 + 180) = R 065
C = 056 ± (208 – 180) = R 028
a) Full Report
B C
TB 111 208
T Drawing Aft Slowly Drawing Forward
R 5.7 NM 4.0 NM
T Decreasing Decreasing
CPA TB 199 130
CPA R 0.2 NM 0.8 NM
TtCPA 00:28 00:33
ToCPA 05:36 05:41
C 356 056
S 8.7 kn 18.9 kn
A R 065 R 028
Analysis
B Starboard Bow, Crossing, Small CPA to starboard.
C Starboard Quarter, Overtaking, Small CPA to Starboard.
b) 359 x 3.3 kn
c)
AP = OA x t ÷ T
A = 4.5 x 00:05 ÷ 00:20 = 1.1
B = 4.1 x 00:05 ÷ 00:20 = 1.0
C = 2.5 x 00:05 ÷ 00:20 = 0.6
Speed = WO’ ÷ T
248
Target A CPA > 1.5 NM
AC to 041
Reduce Speed to 1.8 ÷ 00:20 = 5.4 kn
Will reduce CPA to 1.5 NM
B
AC to 099
C
AC to 059
Reduce Speed to 5.4 kn

Will ensure all targets pass with minimum CPA of 1.5 NM
Time to Resume Speed = PR ÷ AO2 x T
A 6.0 ÷ 1.8 x 00:20 = 01:07
B 3.5 ÷ 2.9 x 00:20 = 00:24
C 3.1 ÷ 4.6 x 00:20 = 00:13
Speed can be resumed after 00:24 at 05:37 when Target B crosses ahead.
d) Rule 19
A bold alteration of course to port would provide adequate CPAs for Targets A and C provided adequate
safe water existed around Target A.
A bold alteration of course to Starboard would provide adequate CPA from Target B and A, but could not
provide the specified CPA from Target C.
Rule 19 does not permit:

An alteration of course to port for a vessel forward of the beam, other than for a vessel which is being
overtaken, which is not the case, B.
An alteration of course towards a vessel abeam or abaft the beam, C.
Therefore a reduction of speed is the only option available.
8 The action is positive, in ample time, substantial enough to be readily apparent to another vessel
observing by radar and allows more time to assess the situation.
249
O1
48
W O2
P 13 08
C1
C1 R
R
C
C
R
C1 08
P 13
P 13
48
08
O2
O1 O3
W
48 O1
O2
W
250
4 On departure from Wellington, the vessel sails a great circle track to Balboa (Panama). Whilst on
passage across the South Pacific Ocean, the Master wishes to verify the accuracy of the GPS using
celestial observations.
a) Discuss the accuracy of EACH of the following, with regard to verifying the vessels:
i) star sights; (3)
ii) consecutive sun sights with an intervening run. (5)
b) Discuss the factors that should be considered when selecting stars for determining the vessel’s
position. (10)
c) The vessel intends to take star sights during morning twilight on the 31st December, whilst in DR
position 22 42.0 S 124 36.0 W.
Ship’s time (UT -8hrs)
Using Datasheet Q4, determine each of the following:
i) the likely period of observation at the ship; (8)
ii) which stars are available for observation; (7)
iii) which are best suited for a four star fix, stating the reasons. (7)
a)
i) Star sights are taken over short time intervals.
Transfers are short and therefore uncertainties of transfer are minimised.
A number of bodies can be observed, minimising errors due to random and systematic errors.
Positions obtained from star sights should be accurate to one nautical mile in good conditions.
ii) Consecutive sun sights with an intervening run are less accurate.
There are unknown effects of set and leeway affecting the accuracy of the run and therefore the
accuracy of the position.
Normally one body is observed twice or thrice, the range of bearings and therefore the angle of
intersection of the position lines is limited.
The limited range of bearings does not lead to elimination of random and systematic errors.
The precision of the position is rarely less than two nautical miles.
b)
Magnitude, brightest stars preferred.
Bright stars are visible for a longer period, later at dawn and earlier at dusk.
Bearings; a wide range of bearings is preferred.

A wide range of bearings minimises the effects of random and systematic errors in the observations.
Altitudes; moderate altitudes preferred.

Observations of low stars are liable to errors due to abnormal refraction.
Stars with low altitudes are more likely to be obscured by cloud or haze.
Observations of high stars are difficult to take accurately.
c)
i) The period of observation of stars is governed by the visibility of the horizon and that of the stars.
The horizon is unlikely to be visible at Nautical Twilight.
Stars are unlikely to be visible at Sunrise.
Dawn, from the time when the horizon is first visible to the time at which the brightest stars become
invisible.
Dusk, from the time when the brightest stars become visible to the time when the horizon becomes
invisible.
The period of observations is likely to be from between Nautical and Civil Twilight to between Civil
Twilight and Sun Rise in the morning, and conversely in the evening.
251
Times may be calculated.
12-31 NT CT SR
30 S 04:01 04:34 05:02
20 S 04:30 04:59 05:23
T1 00:07- 00:06- 00:05- 10, 02 42, 00:29, 00:25, 00:21
22 42 S 04:23 04:53 05:18 UTG
LiT 08:18 08:18 08:18 124 36 W ÷ 15 Later
124 36 W 12:41 13:11 13:36 UT
TZ 08 08 08 Lon West, UT Best.
CT 04:41 05:11 05:36 ZT
(04:41 + 05:11) ÷ 2 = 04:56

(05:11 +05:36) ÷ 2 = 05:23
From approximately 04:56 to 05:23 ZT
ii)
GHA Aries 31 13 294 50.4
I 00:11 002 45.5
Lon 124 36.0 W
LHA Aries 05:11 ZT 172 59.5
The data sheet provided is inappropriate to the DR Latitude, Lat 23 may be different.
Available stars for reduction using the data sheet.

(Many others are available, but would be more complex to calculate.)
Magnitudes: Arcturus 0.2, Antares 1.2, Acrux 1.1, Canopus -0.9, Sirius -1.6, Procyon 0.5, Regulus 1.3.
iii) Reg Arc

Preferred:
Arcturus, Acrux, Sirius, Regulus.
Bright stars.
Wide range of Bearings.
Moderate Altitudes. Sir
Acr
252
5 On the 16th January, whilst approaching Balboa (ATT 9487), the vessel loses engine power and has
to take immediate action to avoid colliding with another vessel. In taking action the vessel grounds
on a mudbank with a charted depth of 9.3 metres at 1300 hrs.
The vessel’s draft is 13.2 metres.
a) Compile an emergency checklist to be followed in case of the vessel grounding. (15)
b) The vessel is found to be seaworthy but in order to float free of the mudbank, 0.8 metres of
additional buoyancy will be required to break the vessel free of the mud.
Determine the earliest time the vessel could be refloated, using ATT Pacific and Atlantic Ocean and
Worksheet Q5. (20)
a)
Stop engines.
Sound general emergency alarm.
Close watertight doors.
Switch to high sea suctions.
Maintain VHF watch on Channels 16 and, if appropriate 13.
Exhibit appropriate lights and shapes.
Make appropriate sound signals.
Switch on deck lighting.
Check hull for damage.
Sound all relevant spaces.
Visually inspect relevant spaces.
Sound around the ship externally.
Determine the direction of the slope of the sea bed.
Determine the nature of the sea bed.
Obtain tidal and current information.
Obtain weather forecast and consider additional ballast if severe wind forecast.
Reduce draught of the vessel.
Fix the ship’s position and program automatic systems.
Broadcast warning and distress messages as relevant.
Inform owners and charterers.
Prepare LSA if abandonment considered probable.
b)
Waterline
HoT 4.7
Draft 14.0 CD
Charted Depth 9.3
Keel
Sea Bed
Draught 13.2
Flotation 0.8 +
Depth 14.0
Charted Depth 9.3
HoT 4.7 m
Standard Port Balboa.

Require Time HoT 4.7 m after 01-16 13:00 ST assumed.
Next tide higher is 19 03:24, 4.8m
LW 18 21:24 0.3m
HW 19 03:24 4.8 m Duration 06:00
Interval -00:37
Time 19 02:47
Refloat at 19 02:47
253
254
SQA Chief Mate / Master. Navigation 2011-11-29 Markers’ Report.

It was a fair paper which tested the candidate’s understanding of the concepts and was split roughly 50%
calculation and 50% analysis and understanding.
Question 1.
Most candidates scored highly in this questions, however the following should be noted
a) A large number of candidates were unable to draw the intended route on a gnomonic chart. Many
could not plot the initial and final positions on the worksheet. Two candidates indicated on their
worksheet that the intended track would pass over land??
b)i) The vast majority of candidates obtained full marks for this section. Errors where they occurred
tended to be made by writing down Napier’s rules incorrectly or using the latitude of the vertex when
the initial of final latitude should have been used.
b)ii) Again this was generally well answered by almost all candidates.
b)iii) A considerable number of candidates solved this part using plane sailing formulae rather than
Mercator sailing. In such cases no marks were awarded. It should also be noted that in cases where the
initial course, in Rhumbline sailing, is close to 090 or 270 (T) then great care should be taken when using
the formula Dist = D’Lat/Cos Co..
e.g Actual course as calculated is 092°.478653
then distance obtained for a D’lat of 310’ = 7168.1 mls
whereas if the course is rounded up to 092°.5 the answer obtained will be 7106.9 mls i.e. a difference of
some 61 mls.
Candidates are advised that when using rhumbline sailing where course angles are close to 90/270°(T)
then the initial course should be saved in the calculator memory and used in the subsequent
determination of distance rather than using a rounded up/down course.
It was clear that a very few did not prepare for this type of question at all.
Question 2.
a) Many candidates made a reasonable attempt at this question but many gave the objectives of weather
routeing as an answer, where this should have been the answer to section b).
b) Most candidates scored well in this section. Candidates from certain colleges stated that types of
routeing available were Shorebased Roueting, Shipboard Routeing using on weather data from onboard
computers and finally manual shipboard routeing. Whilst the question was looking for the various types of
routeing commonly used e.g. Least Time, Least Damage etc, candidates were not unduly marked down
provided that they gave a full outline of the three options mentioned above.
c) Again most candidates scored well in this section
Question 3.
a) Most candidates obtained at least 10 marks in this section although quite a few did not give any
indication of what the target was actually doing. Candidates are reminded that a full analysis requires a
brief outline of the situation as it applies to each of the targets.
Most were able to determine the aspect correctly. Errors where they occurred were due mainly to
inaccurate plotting or in the case of a small number of candidates using an incorrect speed/scale for WO.
b) Nearly all candidates obtained full marks for this section.
c) Most of the candidates were able to determine that a reduction of speed was required for targets B
and C but a considerable number did not check that the reduction in speed would clear the island by the
required distance. There were a number of candidates who when taking action contravened the
requirements of Rule 19. These candidates were awarded no marks for this section of the question.
d) Many candidates did not attempt this section or if they did so tended to relate their action to Rule 19
only and did not consider their action with respect to Rule 8. Many are also under the impression that a
vessel CANNOT A/C towards a vessel abeam or abaft the beam under any circumstances. Likewise an
alteration to port CANNOT be made if a vessel is forward of the beam.
One candidate stated that Rule 8 does not apply when Rule 19 is applicable????.
255
Question 4.
This question was poorly answered by a large number of candidates.
a) Most students were aware of the accuracy obtainable from star sights but few had much idea of the
likely accuracy of Sun run Sun observations or the likely cause of errors using this method. Many did not
answer this section at all.
b) Many students were of the opinion that all the stars taken should be at the same altitude to eliminate
refraction errors and many confused the term altitude with amplitude of the stars?????
c) A large number of students were unable to determine the UT of civil twilight in this section. Many
were unable to determine the LMT of CT/NT or sunrise from the almanac and quite a few of those who
could do this were subsequently unable to state this in terms of time at the ship.
Common errors were as follows
Using the wrong date
Entering the sunrise table with northerly latitude instead of southerly latitude
Assuming LMT from the table was UT at the ship
Failure to or incorrectly applying the ships clocks
Using the GHA of Sun or Planet instead of Aries
Applying LIT the wrong way
Stating that the observation period would run from Nautical to Civil twilight only
In c)i) Most candidates only gave the time of Civil Twilight at the ship or gave an interval from Nautical
Twilight to Civil twilight. Few calculated from midway between Nautical to Civil to midway between Civil
and Sunrise.
In c)iii) most were able to select 4 stars from the list they produced but many did not give reasons for
their choice or the reasons given were contradictory to the choices that had been made.
Question 5
In general most candidates answered this question well, however a number were unable to calculate the
required HOT. Some applied the correction of 0.8 meters the wrong way. In the majority of cases marks
were lost due to carelessness in interpolation or going into the tide tables with the wrong date or on the
wrong tide.
256
SQA Navigation 2011-07-12.
A 115000 GT bulk carrier is to make a loaded passage between Valparaiso (Chile) to Yokohama
(Japan), carrying a cargo of phosphates and is expected to have a departure draught of 16.6 metres.
The vessel carries navigation equipment as per statute and has a service speed of 16.0 knots. The
vessel is due to depart Valparaiso on the 1st September.
1. The vessel is to use the following departure and landfall positions.
Departure Position 33 03.0 S 071 48.0 W

Landfall Position 35 18.0 N 139 42.0 E
Calculate EACH of the following:
a) the great circle distance; (10)

b) the final course on the great circle track; (15)
c) the position of the vertex, lying North of the Equator.
1. P
A 33 03.0 S 071 48.0 W
B 35 18.0 N 139 42.0 E
211 30.0 E
DLon = P 148 30.0 W V
PA = 90 ± Lat A = 90 + 33 03.0 = 123 03.0 B

PB = 90 ± Lat B = 90 – 35 18.0 = 54 42.0
a)
AB = cos-1 (cos 148 30 x sin 123 03 x sin 54 42 + cos 123 03 x
cos 54 42)
A
AB = 153 57 05.45 x 60
Dis = 9237.1 NM
b)
A = tan Lat B ÷ tan DLon = tan 35 18 ÷ tan 148 30 = -1.155415399 = 1.155415399 N
B = tan Lat A ÷ sin DLon = tan 33 03 ÷ sin 148 30 = 1.245264647 S
C = A ± B = 1.155415399 N - 1.245264647 S = -0.08984924793 = 0.08984924793 S
ICo BA = tan-1 (1 ÷ C ÷ cos Lat B) = tan-1 (1 ÷ 0.08984924793 ÷ cos 35 18) = 85 48 21.76 = S 86 E
FCo = N 86 W
FCo = 274
c) P
sin PV = cos (90 – B) x cos (90 – PB)
PV = sin-1 (cos (90 – 85 48 21.76) x cos (90 – 54 42))
PV = 54 29 01.98 ~ 90
Lat V = 35 31.0 N V B
V
sin (90 – PB) = tan (90 – B) x tan (90 – P)
tan (90 – P) = sin (90 – PB) ÷ tan (90 – B) BV PV
P = 90 – tan-1 (sin (90 – 54 42) ÷ tan (90 - 85 48 21.76))
P = DLon BV = 007 13 55.57 W 90-B 90-P
Lon V = Lon B ± DLon = 139 42.0 E – 007 13.9 W 90-PB

Lon V = 132 28.1 E
257
2 On the morning of the 11th September the OOW makes the following simultaneous celestial
observations:
Time at Ship 0900 hrs

DR Position 11 40.0 S 121 42.0 W
Chronometer read 5h 06m 28s
Chronometer error 3m 16s slow on UT
Sextant Altitude of Suns LL 43 39.3
Index error 2.4 off the arc
Sextant Altitude of VENUS on the meridian 62 17.7 (Bearing North)
a) Determine the direction of the position line and the intercept for the SUN. (15)
b) Determine the latitude at the time of the observation of the Venus. (15)
c) Determine, by graphical means, the vessel’s position at 0900 hrs. (10)
a)
Ship Time 11 09:00 Zone Time?
Time Zone 08 121 42 W ÷ 15 =08:07
Universal Time 11 17:00
CT 17:06:28
CE 00:03:16 Slow
UT 17:09:44
GHA V 075 51.7 Dec N 04 25.0

Inc 002 26.0 d 1.0 – 00.2
Lon 121 42.0 W Dec N 04 24.8
LHA -43 24.3
360
LHA 316 35.7
A = tan Lat ÷ tan LHA = tan 11 40 ÷ tan 316 35.7 = -0.2183118984 = 0.2183118984 N
B = tan Dec ÷ sin LHA = tan 04 24.8 ÷ sin 316 35.7 = - 0.1123187025 = 0.1123187025 N
C = A ± B = 0.2183118984 N + 0.1123187025 N = 0.3306306009 N
Az = tan-1 (1 ÷ (C x cos Lat)) = tan-1 (1 ÷ (0.3306306009 x cos 11 40)) = 72 03 28.97 = N 72 E = 072
PL= AZ ± 90
PL 162 342

CZD = cos-1 (cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec)
CZD = cos-1 (cos 316 35.7 x cos 11 40 x cos 04 24.8 - sin 11 40 x sin 04 24.8)
CZD = 46 03 56.02 = 46 03.9
SA 43 39.3
IE 00 02.4 Off +
OA 43 41.7
Dip 12.6 m –06.2
AA 43 35.5
TC LL 00 15.0
TA 43 50.5
90 ~
TZD 46 09.5
CZD 46 03.9
Int 00 05.6 A
258
b)
Dec N 16 10.7
d 0.8 -00.1
Dec N 16 10.6
SA 62 17.7
IE 00 02.4 Off +
OA 62 20.1
D -06.2
AA 62 13.9
TC -00.5
AC 00 00.0
TA 62 13.4 N
X
90 ~ Dec
TZD 27 46.6 S ZD Q
Dec 16 10.6 N- Lat
Lat 11 36.0 S Z
AP Lat 11 40.0 S
Int 00 04.0 N
c) Dep = 7.2 NM W
OP
7.2 W
072
4.0 N
AP
5.6 A
Mlat = (Lat A ± Lat B) ÷ 2 = (11 36.0 + 11 40.0) ÷ 2 = 11 38.0

DLon = Dep ÷ cos MLat = 7.2 ÷ cos 11 38.0 = 7.4 W
AP 121 42.0 W
DLon 000 07.4 W
OP 121 49.4 W
OP 11 36.0 S 121 49.4 W
259
3 On the 20th September, whilst in position 17 15 N 164 30 E, the vessel receives the following
typhoon advisory from the Japanese Weather Centre:
200000UT
Typhoon Charlie
Position 15 00 N 167 30 E
Track 295 (T)
Speed of advance 12 knots
Winds 55 knots out to 120 miles
95 knots within 70 miles
a) Draw a plan view of a northern hemisphere TRS showing all the salient features and indicating the
likely paths. (9)
b) i) Determine the range and bearing of the storm centre at 20 0000 UT. (6)
ii) Determine, with the aid of a sketch, whether the vessel lies North or South of the forecast track.
(5)
c) Describe the changes that would be observed during the next 12 hours with respect to EACH of
the following:
i) wind direction and strength; (6)
ii) swell height and direction; (5)
iii) barometric pressure. (5)
d) State the possible actions that are available to the Master to ensure the vessel clears the area as
fast as possible and avoids the worst effects of the storm. (10)
a)
Vertex
Advance
Trough Line
Rear
Right
Dangerous
Quadrant
Left Path
Vortex
Probable Track
Paths.
Danger
Sector.
260
b) i)
Vessel 17 15 N 164 30 E
TRS 15 00 N 167 30 E
d 02 15 S 003 00 E
135 180
MLat = (Lat A + Lat B) ÷ 2 = (17 15 + 15 00) ÷ 2 = 16 07.5

Dep = DLon x cos MLat = 180 x cos 16 07.5 = 172.918451 NM
Dis = √(1352 + 172.9184512)

Dis 219.4 NM
Co = tan-1 (Dep ÷ DLat) = tan-1 (172.918451 ÷ 135) = 52 01 13.13 = S 52 E

TB 128
Vessel
ii)
128
295
Vessel is North of forecast path.

She will be in the Dangerous Quadrant as the storm approaches.
TRS
c)
120 NM
55 kn
Vessel 70 NM
95 kn
Swell
128 x 219 NM
20 12:00
295 x 144 NM Swell
TRS
20 00:00
261
20 00:00 Vessel is outside the storm field.
Changes at the vessel’s postion.
i) Wind Direction.
20 00:00 NE x 20 kn
Backing to North at the edge of the storm field, then veering steadily and increasing.
20 12:00 NE x 80 kn.
ii) Swell height and direction.

20 00:00 13 metres from SExE
Height increasing and direction veering.
20 12:00 15 metres from SExS
iii) Pressure.
20 00:00 Diurnal variation apparent.
Pressure normal for area and season.
Diurnal Variation disappearing then pressure decreasing, with increasing Tendency.
20 12:00 approximately 15 hPa below Normal for area and season.
d) Actions.
1. Steer with wind on Starboard Bow to move away from Path and TRS and eventually reach rear of
Trough Line.
Speed will be less than Service Speed, and less than option 2 due to head weather.
2. Steer with wind on Starboard Quarter to cross path into Navigable Semicircle and then move away
from Path and TRS and eventually reach rear of Trough Line.
Speed will be less than Service Speed due to weather.
In both cases:
Proceed at maximum practicable speed.
Alter Course to maintain relative wind direction.
Report in accordance with SOLAS.
Monitor changes in meteorological elements, and be prepared to alter action if circumstances change
due to altered TRS movement.
4 Whilst taking evasive action to avoid the storm one of the engine room ratings falls and breaks a
leg. The Master decides to that the rating needs immediate attention and makes contact with a US
warship at 0830 hrs UT on the 21st September.
The vessel’s current position is 21 30.0N 167 24.0E. The warship is in position 24 54.0N 172 36.0E.
It is agreed to rendezvous at sunrise the following day with own vessel maintaining a course of
345(T) and at a maximum speed of 18 knots.
a) the UT of sunrise; (15)

b) the rendezvous position, (15)
c) the course and speed required by the warship to make the rendezvous. (10)
a)
Start 21 08:30 UT
TZ 11 167 24 E ÷ 15 to nearest hour
Start 21 19:30 ZT
Sunrise the following day, 22.
262
SR
30 N 20 05:47 23 05:49
20 N 20 05:48 23 05:49
21 30 N 20 05:48 23 05:49
21 30 N 22 05:49 UT at G By Inspection
LIT 11:10 167 24 E ÷ 15
SR 21 18:39 UT at RV
TZ 11
SR 22 05:39 ZT at RV
Start 21 08:30 UT
PT 10:09 x 18.0 kn
Dis 182.7 NM
DLat Dis x cos Co = 182.7 x cos 345 = 176.5 ÷ 60 = 02 56.5 N
MLat = Lat ± DLat ÷ 2 = 21 30 + 02 56.5 ÷ 2 =22 58 14.24 N
Dep = Dis x sin Co = 182.7 x sin 345 = 47.3 W
DLon = Dep ÷ cos MLat = 47.3 ÷ cos 22 58 14.24 = 51 21 31.41 W = 000 51.4 W
Lat DR = Lat S ± DLat = 21 30 + 02 56.5 = 24 26.5 N

Lon DR = Lon S ± DLon = 167 24 E – 000 51.4 W = 166 32.6 E
SR
30 N 20 05:47 23 05:49
20 N 20 05:48 23 05:49
24 26.5 N 20 05:48 23 05:49
24 26.5 N 22 05:49 UT at G By Inspection
LIT 11:06 166 32.6 E ÷ 15
b)
Start 21 08:30 UT
PT 10:13 x 18.0 kn
Dis 183.9 NM
DLat Dis x cos Co = 183.9 x cos 345 = 177.6 ÷ 60 = 02 57.6 N
MLat = Lat ± DLat ÷ 2 = 21 30 + 02 57.6 ÷ 2 =22 58 49.01 N
Dep = Dis x sin Co = 183.9 x sin 345 = 47.6 W
DLon = Dep ÷ cos MLat = 47.6 ÷ cos 22 58 49.01 = 51 41 59.11 W = 000 51.7 W
Lat RV = Lat S ± DLat = 21 30 + 02 57.6 = 24 27.6 N

Lon RV = Lon S ± DLon = 167 24 E – 000 51.7 W = 166 32.3 E
c)
W 24 54.0 N 172 36.0 E
RV 24 27.6 N 166 32.3 E
d 00 26.4 S 006 03.7 W
26.4 S 363.7 W
MLat = (Lat W + Lat RV) ÷ 2 = (24 54.0 + 24 27.6) ÷ 2 = 24 40.8 N

Dep = DLon x cos MLat = 363.7 x cos 24 40.8 = 330.4774545
Co = tan-1 (Dep ÷ DLat) = tan-1 (330.4774545 ÷ 26.4) = 85 25 57.57 = S 85½ W + 180
Co = 265½

Sp = Dis ÷ Tim = 331.5… ÷ 10:13 = 32.44994309 kn
Sp = 32.4 kn.
(Dis = √(DLat2 + Dep2) = √(26.42 + 330.47745452) = 331.5302519 NM.)

263
5 a) Several publications contain guidance to Masters on determining the composition of the Bridge
team under varying operational conditions.
Outline TEN factors that should be considered by the Master when determining appropriate manning
levels necessary on the bridge. (20)
b) Describe FIVE items of information that the Pilot should tell the Master, when proceeding up river
to the berth. (10)
a)
Visibility, state of weather and sea.
Traffic density and other activities occurring in the area in which the vessel is navigating.
The attention necessary when navigating in or near traffic separation schemes or other routeing
measures.
The additional workload caused by the nature of the ship’s functions, immediate operating requirements
and anticipated manoeuvres.
The fitness for duty of any crew members on call who are assigned as members of the watch.
Knowledge of, and confidence in, the professional competence of the ship’s officers and crew.
The experience of each officer of the navigational watch, and the familiarity of that officer with the
ship’s equipment, procedures, and manoeuvring capability.
Activities taking place on board the ship at any particular time, including radio communication activities,
and the availability of assistance to be summoned immediately to the bridge when necessary.
The operational status of bridge instrumentation and controls, including alarm systems.
Rudder and propeller control and ship manoeuvring characteristics.
The size of the ship and the field of vision available from the conning position.
The configuration of the bridge, to the extent that such configuration might inhibit a member of the
watch from detecting by sight or hearing any external development.
b)
Pilot boarding instructions. Time of boarding. Position of boarding. Side of embarkation. Approach course
and speed. Boarding arrangement required.
Berth and tug details. Intended berth. Berthing prospects. Side alongside. Transit time to berth. Tug
rendezvous position. Number of tugs. Tug arrangement. Bollard pull of tugs.
Local weather and sea conditions. Tidal heights and times. Currents. Forecast weather.
Passage Plan. Detail to include abort points and contingency plans.
Regulations. VTS reporting. Anchor and lookout attendance. Maximum allowable draught.
264

An 10000 GT general cargo vessel is to make a loaded passage between Charleston (South Carolina,
USA) to Odessa (Ukraine) calling at Nouakchott (Mauretania) and Istanbul (Turkey) en route
The vessel's owners have indicated they require a service speed of 19.0 knots.
1. The vessel's owners have requested that it follows the shortest possible route between Charleston
and Nouakchott, using the following positions for the ocean passage.
Departure position 32°48'.0N 79°51'.0W

Landfall position I8°03'.0N l6°18'.0W
(a) Calculate the total distance on passage. (10)
(b) Determine the latitude and longitude of the vessel at the northernmost point along the
track. (20)
(c) Determine the distance off the island of Bermuda (32°21'N 64°48'W) when the vessel crosses
longitude 64°48'W, stating whether the vessel passes North or South of the island. (10)
PA = 90 00 – 32 48 = 57 12
PB = 90 00 – 18 03 = 71 57
P = 79 51 – 16 18 = 063 33 E
a) cos AB = cos P x sin PA x sin PB + cos PA + cos PB

Dis – cos-1 (cos 063 33 x sin 57 12 x sin 71 57 + cos 57 12 x sin 71 57) = 58 24 39.38 x60
Dis = 3504.7 NM
P A B
E
C
P
V
W
265
A = tan Lat A ÷ tan DLon = tan 32 48 ÷ tan 063 33 = 0.320… S
B = tan Lat B ÷ sin DLon = tan 18 03 ÷ sin 063 33 = 0.363… N P
C = A ± B = 0.320… - 0.363… = 0.043… N
ICo = tan-1 (1 ÷ (C x cos Lat A)) = 87 54 43.26
A V
sin mid = cos opp x cos opp V
PV = sin-1 (cos (90 – 87 54 43.26) x cos (90 – 57 12))
PV = 57 08 27.67 ~ 90 PV AV
Lat V = 32 51.5 N 90-P 90-A
sin mid = tan adj x tan adj 90-PA

sin (90 – PA) = tan (90 – P) x tan (90 – A)
P = 90 – tan-1 (sin (90 – PA) ÷ tan (90 – A))
P = 90 – tan-1 (sin (90 – 57 12) ÷ tan (90 – 87 54 43.26))
P = 003 51 01.24 E
Lon V = Lon A ± DLon AV = 079 51 W – 003 51 01.24 E = 075 59 58.76 W

Lon V = 076 00.0 W
c)
P
P = Lon V ± Lon W = 075 59 58.76 W – 064 48 W = 011 11 58.76 E
PW = 90 – 32 21 = 57 39
sin mid = tan adj x tan adj V W

PW = 90 – tan-1 (sin (90 – 011 11 58.76) ÷ tan 57 08 27.67)
PW = 57 38 27.99 WV PV
Lat W = 32 21 32.01
90-W 90-P
DLat = Lat W – Lat Be = 32 21 32.01 – 32 21 = 00 00 32.01
90-PW
Vessel is 0.5 NM North of Bermuda.
2 Prior to departure the Master decides to increase the passing distance to 30 miles due south of
Bermuda due to the fact that the island is surrounded by low lying islands, banks and reefs on which
there are numerous wrecks and obstructions.
At the vessel’s intended service speed it will be due to pass Bermuda approx 2 hours after sunrise
on the 13th September.
The OOW obtains the following observations during morning twilight on the 13th under clear skies,
good visibility and calm seas. The vessel was steaming at 19 knots on a course of 0950(T).
Time Object Azimuth True Alt Calc Alt

0545 hrs Arcturus 037°(T) 41°15'.7 41°10'.9
0550 hrs Rigel 1300(T) 43°13'.8 43°20'.4
0555 hrs Vega 3I50(T) 36°45'.3 36°39'.4
0603 hrs Canopus 2200(T) 58°19'.5 58°27'.1
a) Determine the vessel's position at 0600 hrs. using a DR position of 31°45'N 65024'W
to work each sight. (25)
(b) At 0620 hrs the OOW obtains a radar range and bearing of what is thought to be one of the low
lying islands south of Bermuda at a range of 26 miles.
The vessel's GPS receiver puts the vessel 0.5 miles to the south of the vessel's charted track, the
radar observation puts the vessel 4 miles to the south of the track and the celestial observation
above puts the vessel approximately 10 miles to the north of the vessel's track.
Discuss the reliability of EACH of the above observations. (I5)
266
(c) State, with reasons, what action should be taken by the OOW to ensure that the Master's orders,
regarding the passing distance off Bermuda, are complied with. (5)
Object Transfer
Arcturus (06:00 – 05:45) x 19.0 = 4.7 NM Forward
Rigel (06:00 – 05:50) x 19.0 = 3.2 NM Forward
Vega (06:00 – 05:55) x 19.0 = 1.6 NM Forward
Canopus (06:00 – 06:03) x 19.0 = 0.9 NM Back
Object Arc Rig Veg Can

TA 41 15.7 43 13.8 36 45.3 58 19.5
CA 41 10.9 43 20.4 36 39.4 58 27.1
Int 4.8 T 6.6 A 5.9 T 7.6 A
Plot.
DLat = 7.9 N
Dep = 1.5 E
MLat = 31 45 + 00 07.9 ÷ 2 = 31 48 57
DLon = Dep ÷ cos MLat = 1.5 ÷ cos 31 48 57 = 1.8 E
OP Lat = AP Lat ± DLat = 31 45 N + 00 07.9 N = 31 52.9 N

OP Lon = APLon ± DLon = 065 24 W – 000 01.8 E =065 22.2 W
b)
GPS is normally reliable.

It is vulnerable to:
Loss of signal due to aerial damage.
Solar Flare interference.
Malicious interference, skewing.
Malicious jamming.
Unintentional jamming.
Radar Observations probably unreliable in this case.

The target is not clearly identified, low lying and at long range.
Celestial observations are reliable.

Clear skies, good visibility and calm seas.
Good horizon.
Bright stars, a good range of bearings and at moderate altitudes.
No apparent discrepancy between the four observations.
c) The OOW should inform the Master of the discrepancies between the positions.
The Celestial Position should be taken as accurate, it is also the worst case from a safety perspective.
Course should be set from the Celestial Position to pass 30 NM clear to the south of Bermuda.
The GPS should be checked for performance, signal strength and possible switch to DR navigation.
Further celestial observations should be taken, Sun, Moon and Venus if available, to confirm the vessel’s
position.
267
268
3 The UK Maritime and Coastguard Agency publish guidance to mariners in the form of Marine
Guidance Notes (MGN's).
Outline the current MCA guidance regarding EACH of the following topics:
(a) the precautions to be observed when using parallel indexing techniques on a modern marine
radar: (15)
(b) the dangers of a misaligned heading marker; (3)
(c) the procedures for rectifying a misaligned heading marker: (12)
(d) the alarms that must be fitted to ECDIS systems to ensure safety of navigation. (l0)
a) Targets used should be:

Radar conspicuous.
Easily identified.
At moderate ranges.

Display alignment.
Accuracy of EBLs.
b) Dangers of Misaligned Heading Marker.

Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading
interpretation of potential collision situations, particularly in restricted visibility when targets are
approaching from ahead or fine on own ship’s bow.
May cause errors in positions.
c) Rectifying Misaligned Heading Marker.

Confirm Heading Marker aligned with fore and aft line of vessel, and Compass Heading.
Steer the vessel so that a small, distinct target is visually right ahead, near the edge of the display.
Note the discrepancy between the relative bearing of the target and the heading marker.
Follow the manufacturer’s procedure for correcting the alignment of the heading marker.
This may involve mechanical adjustment or an electronic process.
The alignment of the berth when alongside should not be used.
Targets close to the vessel should not be used.
d) ECDIS alarms:
Crossing safety contour
Deviation from route
Positioning system failure
Approach to critical point
Malfunction of ECDIS
Different geodetic datum
Area with special conditions.
(Default safety contour

Information over scale
Large scale ENC available
Different reference system
No ENC available
Customised display
Route planning across safety contour
Route planning across specified area
Crossing a danger in route monitoring mode
System test failure)
269
4 The vessel arrives in Istanbul and anchors to await a pilot, prior to transiting the Bosporus on the
northbound passage to Odessa. The Bosporus is covered by a Traffic Separation Scheme for its entire
length and in places the passage is extremely narrow (only 8 cables wide from shore to shore). The
passage is also very shallow in places with numerous banks, shoals and wrecks.
It is also dangerous due to the fact that there are strong currents, sharp bends and frequent close
quarters situations during the transit.
(a) Describe the preparations to be made on the bridge prior to undertaking such a passage. (20)
(b) Discuss THREE factors that the master must take into consideration regarding the
manoeuvrability of the vessel during the transit. (9)
(c) Outline the precautions that should be taken in the event of an engine or steering gear failure.(6)
a) Appraisal
Sources of information to be consulted.
Charts, Sailing Directions, Light Lists, Current Atlas, Tidal Atlas, Tide Tables, Notices to Mariners,
publications detailing traffic separation and other routeing schemes, radio aids to navigation, vessel
reporting schemes and VTS requirements.
Appropriate meteorological information.
Planning
Prepare a detailed plan of the passage.
This should cover the whole passage, from berth to berth, and include all waters where a pilot will be on
board.
Depending on circumstances, the main details of the plan should be marked in appropriate and
prominent places on the charts to be used during the passage.
They should also be programmed and stored electronically on an ECDIS or RCDS where fitted.
The main details of the passage plan should also be recorded in a bridge notebook used specially for this
purpose to allow reference to details of the plan at the conning position without the need to consult the
chart.
Supporting information relative to the passage, such as times of high and low water, or of sunrise or
sunset, should also be recorded in this notebook.
Bridge Team Briefing.

Brief Bridge Team about details of the plan and their roles.
Bridge Equipment Testing.

All Bridge equipment to be tested and accuracy ascertained.
Gyro and Magnetic Compasses.
Repeater alignment.
Radar, Heading Marker, EBLs and Range measurement.
Electronic Position Fixing systems display, degree of detail displayed, alarms set appropriately.
Log Speed and Distance indication.
Echo Sounder indication and recording.
Clocks synchronised.
Recording equipment and Bridge Movement Book.
Engine controls and indicators.
Communications, internal and external.
Navigations and signal lights.
Sound signalling apparatus.
Steering gear in all modes and indicators.
Prepare Master / Pilot Information Exchange.
b)
Vessel.
Speed, turning circle, draught, beam, trim.
Channel.
Depth and width.
Underkeel clearance, effects of squat, bank effect on course keeping.
270
Effects of tidal stream and or currents altering speed over the ground.
Traffic.
Interaction with passing and overtaking / overtaken vessels.
c) Inform Master.
Engine failure
Steer toward safest water.
Prepare to anchor if practicable.
Steering gear failure

Engage emergency steering.
Bring engines to manoeuvring condition.
Reduce speed.
Both
Exhibit NUC lights and shapes.
Sound appropriate signals.
Broadcast Urgency messages if appropriate.
5 The vessel is approaching the pilot boarding station, off Odessa, in restricted visibility at a speed of
12 knots. The vessel is steering 355°(T) and the engine is on manoeuvring.
Between 0555 hrs and 0615 hrs the OOW obtains a radar plot, of three targets, as shown on
Worksheet Q5.
(a) Prepare a full report on EACH target. (15)
(b) Outline the vessel's most appropriate course of action to resolve the situation for EACH target.(9)
(c) Determine the alteration of course and or speed, at 0620 hrs. which would result in target B
passing at a distance of 1.4 miles. (6)
Note: assume alterations of course and speed have instantaneous effect
(d) Determine the range and bearing of targets A and C when target B is abeam, having taken the
action determined in Q5( c). (10)
a)
Target A B C
Bearing 070 141 304
Tendency Drawing Forward Drawing Forward Drawing Aft
Range 6.0 3.8 6.4
CPA Range 1.0 0.8 0.2
Time to CPA 00:46 00:30 00:34
Time of CPA 07:01 06:45 06:49
True Course 322 346 057
Speed 13.5 19.5 9.6
Aspect R 072 R 025 G 067
WO = Speed x Time = 12.0 x 00:20 = 4.0 NM
Time to CPA = AC ÷ OA x Plot Interval

A = 5.8÷ 2.5 x 00:20 = 00:46
B = 3.8 ÷ 2.5 x 00:20 = 00:30
C = 6.4 ÷ 3.8 x 00:20 = 00:34
Speed = WA ÷ Plot Interval

A = 4.6÷ 00:20 = 13.8 kn
B = 6.5 ÷ 00:20 = 19.5 kn
C = 3.2 ÷ 00:20 = 9.6 kn
271
b)
Treating each target in isolation.
A Alter Course to Starboard to increase CPA.
B Stop and allow to pass.
C Alter Course to Starboard to increase CPA.
c)
AP = OA x Time Interval ÷ Plot Interval
B = 2.5 x 00:05 ÷ 00:20 = 0.6 NM
Stop and allow B to pass.
d)
Time to Abeam = PQ ÷ WA x Plot Interval
T = 2.6 ÷ 6.5 x 00:20 = 00:08
AP = OA x Time Interval ÷ Plot Interval

A = 2.5 x 00:05 ÷ 00:20 = 0.6 NM
C = 3.9 x 00:05 ÷ 00:20 = 1.0 NM
PQ = WA x Time to Abeam ÷ Plot Interval

A = 4.6 x 00:08 ÷ 00:20 = 1.8 NM
C = 3.2 x 00:08 ÷ 00:20 = 1.3 NM
A 051 x 5.0 NM
C 318 x 5.0 NM
272
273
A 58,000 GT bulk carrier is engaged on a long term charter to carry phosphates between, Yap and
Prince Rupert (British Columbia, Canada).The vessel is equipped with all aids to navigation as per
statutory requirements and is to make a loaded passage northbound in September.
The service speed is 15.5 knots.
1 The vessel departs Yap and follows the recommended route from Ocean Passages of the World
to the Dixon Entrance as per Datasheets Q 1 (1) and Q 1 (2).
Using the following positions as departure and landfall positions:
Departure Position 9°28'.0N 138° 09'.0E
Landfall Position 54°30'.0N 132° 30'.0W

(i ) the total distance on passage: (10)
(ii) the final course at the Dixon Entrance: (12)
(b) If the vessel leaves the departure position at 0400 ST on the I2th September, determine the ETA
at the Dixon Entrance assuming the vessel will be on Standard Time for Prince Rupert at that time.
(8)
DP 09 28.0 N 138 09.0 E 30 ÷ tan 09 28.0 = 180 P

LP 54 30.0 N 132 30.0 W 30 ÷ tan 54 30.0 = 21
DLon 270 39.0 W FCo
DLon 089 21.0 E
LF
PA = 90 – 09 28 = 80 32 V
PB = 90 – 54 30 = 35 30
DP
a
i) cos AB = cos P x sin PA x sin PB + cos PA x cos PB
AB = 81 55 44.7 x 60 = 4915.74504
Dis = 4915.7 NM
274
ii) ICo BA
A = tan Lat ÷ tan LHA = tan Lat B ÷ tan DLon = tan 54 30 ÷ tan 089 21 = 0.01590528124 S
B = tan Dec ÷ sin LHA = tan Lat A ÷ sin DLon = tan 09 28 ÷ sin 089 21 = 0.1667553297 N
C = A ± B = 0.01590528124 S - 0.1667553297 N = -0.1508500484 = 0.1508500484 N
tan Az = 1 ÷ C ÷ cos Lat
ICo BA = tan-1 (1 ÷ C ÷ cos Lat B) = tan-1 (1 ÷ 0.1508500484 ÷ cos 54 30) = N 84 59 37.4 W
FCo = S 85.0 E
P
FCo = 095
iii)

PV = sin-1 (cos (90 – B) x cos (90 – PB)) V B
PV = sin-1 (cos (90 – 84 59 37.4) x cos (90 – 35 30)) V
PV = 35 20 39.27 ~ 90 = 54 39 20.73
Lat V = 54 39.3 N BV PV
sin mid = tan adj x tan adj 90 - B 90 - P

sin (90 – PB) = tan (90 – B) x tan (90 – P)
P = 90 – tan-1 (sin (90 – PB) ÷ tan (90 – B)) 90 - PB
P = 90 – tan-1 (sin (90 – 35 30) ÷ tan (90 – 84 59 37.4))
P = 6 08 29.09
DLon = 006 08.5 W
Lon V = Lon B ± DLon = 132 30.0 W + 006 08.5 W
Lon V = 138 38.5 W
b)
Dep 09-12 04:00 ST
TD 10:00 – (Not in Question or Almanac, provided in Examination, TZ 09:00 is acceptable)
Dep 09-11 18:00 UT
PT 13 05:09 4915.7 ÷ 15.5 = 317:09 = 13 05:09
Arr 09-24 23:09 UT
TD 08:00 –
Arr 09-24 15:09 ST
Daylight Saving Time may be kept, it is Summer, question states Standard Time.
2 (a) With reference to Worksheet Q2:

(i) identify Ocean Currents A. B, C, D, E and F: (12)
(ii) state TWO reasons why the route is ice free throughout the year. (4)
(b) Indicate on Worksheet Q2, EACH of the following, for the time of the year stated in
Question 1:
(i) the normal pressure distribution: (6)
(ii) the general wind circulation: (l0)
(iii) the maximum limit of sea ice. (3)
a)
i)
A Japan Current
B Kamchatka Current
C California Current
D North Pacific Current
E North Equatorial Current
F Equatorial Counter Current.
275
ii)
The North Pacific Current is relatively warm and prevents ice formation in the area concerned, therefore
the Maximum Limit of Sea Ice is North of the Aleutian Islands.
The flow of currents is such that no ice bergs are carried into the area concerned.
b) i) Low approximately 50 N
High centred approximately 35 N 150 W
Low ITCZ approximately 10 N
ii) Circulation clockwise around High.

NE Trades and Westerlies.
SE Trades south of Equator.
iii) Not on this chart, North of the Bering Strait. Northern Hemisphere, September, Summer.
276
3 Whilst on passage south of the Aleutian Islands the vessel encounters severe weather and a
crew member suffers a serious head injury whilst securing equipment on deck.
At 0800 hrs UT on the 21st September. whilst in position 52° 48'.0N, 166° 24'.0W the Master makes
contact with a US Coastguard cutter in position 55° 18'.0N , 163° 06'.0W and agrees to rendezvous
at sunrise the following morning to effect the transfer of the casualty to the cutter.
It is agreed that the bulk carrier will maintain a course of 055° (T) and speed of 13.5 knots.
(a) the UT of sunrise; (15)
(b) the rendezvous position: (10)
(c) the course and speed required by the coastguard cutter to make the rendezvous. (10)
a) Start 21 08:00 UT
TZ 11:00 LIT = 166 24 ÷ 15 = 11:06
Start 20 21:00 ZT
RV Sunrise next day

SR 21 06:00 ZT at RV, approximately
SR 21 06:00 UT at G.
Enter Almanac for SR 21.
SR
54 N 20 05:42 23 05:47
52 N 20 05:42 23 05:47
52 48 21 05:44 UTaG 05:42 + 00:05 ÷ 3
LIT 11:06 166 24 ÷ 15 West, later.
SR 21 16:50 UT
ST 21 08:00 UT
SR 21 16:50 UT
PT 08:50
Dis = Sp x Tim = 13.5 x 08:50 = 119.25 NM

DLat = Dis x cos Co = 119.25 x cos 055 = 68.39… ÷ 60 = 01 08 23.94 N
MLat = Lat A ± DLat ÷ 2 = 52 48 N + 01 08 23.94 N ÷ 2 = 53 22 11.97
Dep = Dis x sin Co = 119.25 x sin 055 = 97.68… NM
DLon = Dep ÷ cos MLat = 97.68… ÷ cos 53 22 11.97 = 163.721… ÷ 60 = 002 43 43.31 E
Start 52 48.0 N 166 24.0 W

d 01 08.4 N 002 43.7 E
DR 53 56.4 N 163 40.3 W
SR
54 N 20 05:42 23 05:47
52 N 20 05:42 23 05:47
53 56 21 05:44 UTaG 05:42 + 00:05 ÷ 3
LIT 10:55 163 40.3 ÷ 15 West, later.
SR 21 16:39 UT
b) ST 21 08:00 UT
SR 21 16:39 UT
PT 08:39
277
Dis = Sp x Tim = 13.5 x 08:39 = 116.775 NM
DLat = Dis x cos Co = 116.7… x cos 055 = 66.97… ÷ 60 = 01 07.0 N
MLat = Lat A ± DLat ÷ 2 = 52 48 N + 01 07.0 N ÷ 2 = 53 21 29.38
Dep = Dis x sin Co = 116.7… x sin 055 = 95.6… NM
DLon = Dep ÷ cos MLat = 95.6…÷ cos 53 21 29.38 = 160.2… ÷ 60 = 002 40.3 E
Start 52 48.0 N 166 24.0 W

D 01 07.0 N 002 40.3 E
RV 53 55.0 N 163 43.7 W
c) CGC 55 18.0 N 163 06.0 W

RV 53 55.0 N 163 43.7 W
d 01 23.0 S 000 37.7 W
83.0 S 37.7 W
MLat = (Lat A ± Lat B) ÷ 2 = (55 18 .0 + 53 55.0) ÷ 2 = 54 36 30 N

Dep = DLon x cos MLat = 37.7 x cos 54 36 30= 21.83… NM
Co = tan-1 (Dep ÷ DLat) = tan-1 (21.83… ÷ 83.0) = 14 44 18.99 = S 14½ W

Co = 194½
Dis = √(DLat2 + Dep2) = √(83.02 + 21.83…2) = 85.82… NM

Sp = Dis ÷ Tim = 85.82… ÷ 08:39 = 9.9 kn
4 (a) State the specific responsibilities of EACH of the following when operating together as a
bridge team:
(i) the Master: (8)
(ii) the Pilot: (6)
(iii ) the Officer of the Watch. (6)
(b) State the additional responsibilities of the OOW when the master is not present on the bridge
when a pilot is on board. (5)
(c) With reference to Master Pilot exchange, outline FIVE items of information that:
(i ) the Master should give to the Pilot immediately on reaching the bridge; (10)
(ii) the Pilot should give to the Master immediately on reaching the bridge. (10)
a) i) Master.
In Command, makes executive decisions about the conduct of the passage.
Monitors performance of the Pilot, assessing the validity of the Pilot’s advice.
Monitors performance of the OOW, assessing the validity of information provided.
Monitors performance of Ratings.
May delegate conduct of the passage to the Pilot, but retains overall responsibility.
ii) Pilot.
Informs the Master of details of the port.
Informs the Master of the proposed conduct of the passage.
Advises the Master as to the conduct of the passage.
iii) OOW.
Monitors the vessel’s position, course and speed; and relates to the Passage Plan.
Informs the Master of progress related to the Passage Plan.
Informs the Master of any deviation from the Passage Plan.
Monitors the performance of Ratings.
b) OOW becomes the Master’s representative and assumes the responsibilities stated above.
Informs the Master of progress as required.
Informs the Master if there is any concern as to the conduct of the passage.
278
c) i) Ship’s head, speed, engine setting.
Pilot Card, vessel’s dimensions, bulbous bow, thrusters, draught, displacement, air draft,
manoeuvring characteristics, anchor details, type and cable length.
Defects of Bridge equipment and machinery.
Intended Passage Plan to Berth.
Pilot’s LSA.
ii) Identity.
Passage Plan to berth; speed variations, areas of shallow water or other features requiring
particular care, tide and / or current conditions, weather conditions, use of tugs and mooring boats,
berth and side alongside, mooring pattern.
New hazards to navigation; shoals, wrecks, special operations.
Traffic expected, particularly dredgers, restricted craft, deep draught vessels.
New local regulations affecting the passage, reporting requirements.
5 The vessel completes cargo operations with a draft of 15.4 metres and en route to the open sea
is required to cross a shoal patch with a charted depth of 12.0 meters, in the approaches to
Cleveland Passage (ATT 8656). The Master requires that a minimum UKC of 1.2 metres is maintained
at all times.
The vessel is due to transit the passage on the PM ebb tide on the 2nd August.
(a) Using Worksheet Q5, determine the latest time that the vessel can cross the shoal. (25)
(b) State, giving reasons, how much reliance the Master should place on the tidal data obtained in
Q5(a).(5)
(c) Determine the next tide the vessel can safely transit the Cleveland Passage, if the vessel is
delayed by 48 hours leaving the berth. (10)
Waterline
Draft 15.4 HoT 4.6
Keel CD
UKC 1.2
Charted Depth 12.0
Sea Bed
Draft 15.4
UKC 1.2 +
CD 12.0 –
HoT 4.6
2P Cleveland Passage 8656

SP Prince Rupert 8850
? Time, HoT 4.6, 08-02 PM Ebb
T H
HW LW HW LW
SPP 02 16:40 02 23:00 6.5 1.3
- SC 8850 - -0.1 - -0.1
SPU 6.6 1.4
D -00:40 -00:40 -1.7 -1.2
2PU 4.9 0.2
SC 8656 -0.1 -0.1
2PP 02 16:00 02 22:20 4.8 0.1
02 16:00
Duration 06:20
279
6.5 6.6 5.2
-1.7 ? -1.5
BI -1.7
2.5 1.4 1.2

-1.3 ? -1.2
BI -1.2
HW 02 16:00
Interval +00:52 From curves
Tim 02 16:52
b) Annotations to Cleveland Passage in Tide Tables.

d Differences approximate.
x M.L. inferred.
The predictions should be treated with caution.

It may be preferable to cross at HW.
(The Master should also consider the factors which may affect the Predicted Height and Time of Tide, and
actual UKC.
Atmospheric Pressure. High Pressure reduces, Low Pressure increases, water level.
Wind. onshore or offshore, may affect height and timing of tides.
Seiches.
Negative surge.
Accuracy of surveys.)
280
281
c)Time at SP
Depart 02 PM Ebb
Delay 02
Depart 04 PM Ebb
Predicted Height at SP
MHWS MHWN
SPU 6.5 5.2
SC -0.1 -0.1
SPP 6.4 5.1
Predicted Height at 2P
MHWS MHWN
SPU 6.5 5.2
Dif -1.7 -1.5
2PU 4.8 3.7
SC -0.1 -0.1
2PP 4.7 3.6
Require 4.6 at 2P
4.7 4.6 3.6

6.4 y 5.1
y = 6.4 + (4.6 – 4.7) ÷ (3.6 – 4.7) x (5.1 – 6.4) = 6.3
Predicted Height at Standard Port = 6.3
No tide up to 08-15.
After 08-15
SC for SP unchanged.
SC for 2P now 0.0
Predicted Height at 2P
MHWS MHWN
SPU 6.5 5.2
Dif -1.7 -1.5
2PU 4.8 3.7
SC 0.0 0.0
2PP 4.8 3.7
Require 4.6 at 2P
4.8 4.6 3.7

6.4 y 5.1
y = 6.4 + (4.6 – 4.8) ÷ (3.7 – 4.8) x (5.1 – 6.4) = 6.2
Predicted Height at Standard Port = 6.2
Next Tide
08-24 HW 22:55 6.2
282

A 70000 GT bulk carrier is to make a loaded passage between Iquique (Chile) to Hobart (Tasmania)
via the Cook Strait (New Zealand).
The vessel will discharge part of the cargo of sulphate in Wellington (North Island New Zealand).
The vessel's owners have indicated they require a service speed of 14.0 knots.
On departure Iquique the vessel is overloaded with respect to her Winter displacement by 340
tonnes and is expected to consume 36 tonnes of fuel and 10 tonnes of water per day on passage.
1. The following departure and landfall positions should be used for the passage to
Wellington:
Departure position Iquique 20° 15'.0S 70° 20'.OW
Landfall position Wellington 41° 42'.0 175°18'.OE
With reference to Datasheet Q I:

(a) (i) determine the distance to steam to bring the vessel to her Winter displacement; (4)
(ii) calculate the distance between the departure position and an appropriate vertex on lat 33
degrees South; (5)
(b) calculate the shortest legal distance between the departure and landfall positions; (26)
(c) if the vessel leaves the departure position on the 5th June at 0300hrs (ST), determine
the ET A at the landfall position, assuming that the vessel will arrive keeping Standard Time for
Wellington.
a) i) 340 MT ÷ (36 MT Fuel + 10 MT Water) x 24:00 x 14 kts = 2483.478261 NM = 2483.5 NM
ii) A 20 15.0 S 070 20.0 W

B 41 42.0 S 175 18.0 E
d 245 38.0 E
114 22.0 W
W
A
W? V A
L
P P
V
PA = 90 – 20 15 = 69 45
PB = 90 – 41 42 = 48 18
PV = 90 – 33 00 = 57 00 = PW
AVV PV
sin (90 – PA) = cos AV x cos PV 90 - A 90 - P
AV = cos-1 (sin (90 – PA) ÷ cos PV)
AV = cos-1 (sin (90 – 69 45) ÷ cos 57 00)
90 - PA
AV = 50 32 35.03 x 60 = 3032.583877 NM
Dis AV = 3032.6 NM
283
b) Datasheet Q1 shows a Loadline Zone with Southern Winter Seasonal Zone south of 33 S, Winter from
16 April to 5 October, therefore Winter in June.
The vessel may not legally cross 33 S to higher latitude until she is below her Winter displacement.
AW = 2483.478261 ÷ 60 = 41 23 28.7
AW ÷ AV = 2483.5 ÷ 3032.6 = 0.8…

From the sketch, AW is greater than AW? and less than AV.
Triangle PAW is oblique.

cos AW = cos P x sin PA x sin PW + cos PA x cos PW
cos AW - cos PA x cos PW = cos P x sin PA x sin PW
(cos AW - cos PA x cos PW) ÷ (sin PA x sin PW) = cos P
cos P = (cos AW - cos PA x cos PW) ÷ (sin PA x sin PW)
P = cos-1 ((cos AW – cos PA x cos PW) ÷ (sin PA x sin PW))
P = cos-1 ((cos 41 23 28.7 – cos 69 45 x cos 57 00) ÷ (sin 69 45 x sin 57 00))
P = 44 26 55.44 = DLon AW
DLon WB = DLon AB – DLon AW = 114 22.0 – 44 26 55.44 = 069 55 04.56

cos WB = cos P x sin PW x sin PB + cos PW x cos PB
WB = cos-1 (cos P x sin PW x sin PB + cos PW x cos PB)
WB = 54 44 15.75 x 60 = 3284.262464
Dis AB = 2483.47… + 3284.26… = 5767.740725

Dis AB = 5767.7 NM
284
c) Daylight Saving Time may be kept at both ports, it is winter, question states ST.
Dep 05 03:00 ST
TD 04:00 +
Dep 05 07:00 UT
PT 17 03:59 5767.7 NM at 14.0 kn
Arr 22 10:59 UT
TD 12:00 +
Arr 22 22:59 ST
2 On the evening of the 13th June, whilst in DR position 28°42'.0S 94°36'.0W the Master
requests the OOW to obtain a set of star sights to check the vessel's GPS receiver. The vessel clocks
are on UT -6hrs and the vessel is steaming on a course of 235°(T) at 14 knots. Weather conditions
are clear with some low broken cloud cover to the Northwest of the vessel.
(a) Calculate the UT of civil twilight for an evening star sight. (6)
(b) The OOW obtains the following results:
Time Star Azimuth True Alt Calc Alt

1745 Canopus 142°(T) 42° 19'.7 42° 23'.6
1750 Arcturus 270° (T) 54° 12'.3 54° 13'.7
1758 Alphard 062° (T) 28° 15'.6 28° 09'.7
1815 Antares 224° (T) 19° 16'.0 19° 21'.7
(i) Plot all FOUR stars for 1800hrs. (12)

(ii) State, with reasons, which of these are best suited for determining the vessel's position. (12)
(c) Determine the vessel's position at 1800hrs. (5)
a) CT
30 S 13 17:33 UT at G
20 S 13 17:52 UT at G
T1 00:17 10 00, 08 42, 00:19
28 42 S 13 17:35 UT at G
LIT 06:18 094 36 ÷ 15
CT 13 23:53 UT
b) i)
Transfers Intercepts TA - CA
Can (18:00 – 17:45) x 14.0 = 3.5 F -3.9 A
Arc (18:00 – 17:50) x 14.0 = 2.3 F -1.4 A
Alp (18:00 – 17:58) x 14.0 = 0.5 F +5.9 T
Ant (18:00 – 18:15) x 14.0 = 3.5 B -5.7 A
285
Ant
Alp
Arc
Can
286
ii) CT 23:53 UT
TZ 06:00
CT 17:53 ZT
Tim Mag TB Alt

Can 17:45 -0.9 142 42
Arc 17:50 0.2 270 54
CT 17:53
Alp 17:58 2.2 062 28
Ant 18:15 1.2 224 19
Canopus, Arcturus, and Alphard are the most suitable for determining the vessel’s position.
They have been observed close to Civil Twilight.
They are of reasonable brightness.
They have a good range of bearings.
Their altitudes are reasonable.
Antares has been observed late, the horizon may be indistinct; and has a low altitude, more susceptible
to abnormal refraction.
c)
DLat 7.3 N
Dep 0.8 E
AP Lat 28 42.0 S
DLat 00 07.3 N
OP Lat 28 34.7 S
MLat = 28 42.0 – 00 7.3 ÷ 2 = 28 38 21

AP Lon 094 36.0 W

DLon 000 00.9 E
OP Lon 094 35.1 W
3 Vessels approaching the coast of New Zealand often have problems in making a landfall due to
heavy cloud cover and poor visibility in winter.
(a) List the factors that should be taken into account when planning a landfall after a long ocean
passage. (12)
(b) Discuss SIX of the most important factors to be taken into account when choosing a safe
anchorage. (18)
a)
287
b)
Depth of water.
swinging circle.

Nature of sea bed.





4 The vessel is approaching the entrance to Wellington Harbour in heavy seas and poor visibility,
estimated to be 2 miles.
The OOW commences plotting three radar targets, at 0300hrs and obtains the following radar plot
over a 15 minute period as shown on Worksheet Q4.
The vessel is steering 315°(T) at 10 knots and target B is known to be an island, with deep clear
water all around.
(a) Prepare a full report on targets A and C. (15)
(b) Determine the effect of any set and drift the vessel may be experiencing. (6)
(c) Determine the alteration of course that should be made at 0320hrs to ensure that ALL targets
pass at a distance of at least 1.5 miles. (15)
(d) If the vessel alters 50° to starboard at 0325hrs, find EACH of the following:
(a) the new CPA of Target B; (6)
(b) the time when Target B should be sighted visually. (8)
Note: Assume all alterations have an instantaneous effect
a)
WO = 10 kn x 00:15 = 2.5 NM
TtCPA
A 3.6 ÷ 1.8 x 00:15 = 00:30
C 3.3 ÷ 2.0 x 00:15 = 00:25
288
Speed
A 2.0 ÷ 00:15 = 8.0 kn
C 4.2 ÷ 00:15 =16.8 kn
A C
Bearing 003 179
Tendency Drawing Forward Drawing Forward
Range 3.6 3.2
Tendency Decreasing Decreasing
CPA Bearing 278 268
CPA Range 0.3 NM 0.1 NM
Time to CPA 00:30 00:25
Time of CPA 03:45 03:40
Target Course 270 334
Target Speed 8.0 kn 16.8 kn
Aspect R087 G025
b) Target B, AO = 327 x 1.8 NM.

1.8 NM ÷ 00:15 = 7.2 kn.
The effect of the Set and Drift is to alter the vessel's Course Made Good to 327 and her Speed Over the
Ground to 7.2 kn.
(Set 109
Drift 0.8 NM in 00:15
Rate 3.2 kn)
c)
AP
A 1.8 nm x 00:05 ÷ 00:15 = 0.6
B 1.8 nm x 00:05 ÷ 00:15 = 0.6
C 2.0 nm x 00:05 ÷ 00:15 = 0.7
Plot
Alter course:
A Starboard 33
B Starboard 33
C Starboard 26
Alter 33 degrees to starboard to 348.
d)
AQ
B 1.8 nm x 00:10 ÷ 00:15 = 1.2
a) CPA 294 x 1.5 NM
b) Q is 2.0 NM from Own Vessel.

Target B should be sighted at 03:25.
289
290
5 Tropical Revolving Storms are common at certain times of the year in the South Pacific Ocean,
especially to the North of New Zealand and off the East Coast of Australia.
(a) Sketch a plan view of a TRS in the Western South Pacific Ocean, indicating the likely
track prior to and after recurving. (12)
(b) Outline the actions that should be taken by the Master in EACH of the following scenarios,
assuming that the storm has recurved:
(i) the vessel is to the north of the storms track but within the storm field; (5)
(ii) the vessel is to the south of the storms track but within the storm field; (5)
(iii) the vessel is in the path of the storm. (3)
(c) Compile a set of Masters standing orders for use when the vessel encounters heavy weather for
EACH of the following:
(i) the OOW; (7)
(ii) general standing orders which are relevant to the safety of the vessel. (8)
a)
Southern Hemisphere Navigable Semicircle
Track
Path Eye
Vortex
Dangerous
Quadrant
Vertex
Trough Line
Trough Line
Track
Eye
Vortex
Dangerous
Quadrant
Path
291
b) After recurving.
In all cases the action should be such as will take the vessel away from the Eye and the Path.
i) North of Path / Track.
Vessel is in Dangerous Quadrant / Semicircle.
Steam with wind on the Port Bow, at maximum speed, altering course to maintain relative wind
direction.
This will take the vessel away from the Eye and Path.
ii) South of the Path / Track.

Vessel is in the Navigable Semicircle.
Steam with the wind on the Port Quarter, at maximum speed, altering course to maintain relative wind
direction.
This will take the vessel away from the Eye and Path.
iii) On the Path.

Steam with the wind on the Port Quarter, at maximum speed, altering course to maintain relative wind
direction.
This will take the vessel off the Path, into the Navigable Semicircle, and then away from the Eye and
Path.
c)
i)
Standing Orders. Heavy Weather. OOW.
(Alerting personnel and initiating precautionary measures.)
Call me at any time that weather deteriorates to the extent of causing concern.
Decrease in Atmospheric Pressure.
Wind greater than Beaufort Force 6.
Waves of sufficient height to cause water to be shipped on deck.
Check for fresh forecasts indicating probable severity of conditions.
Inform Heads of Department of anticipated conditions.
Stop work being carried out in exposed areas on deck.
Organise closure of watertight and weather doors.
Start second steering motor.
Post lookout.
Record meteorological data hourly, monitor trends.
Monitor vessel motion and decrease speed and / or alter course if required, then call Master.
Be alert for synchronous rolling and alter course if experienced.
ii)
Standing Orders. Heavy Weather. General.
(Safety of personnel, watertight integrity of the hull, security of items on deck and inside the hull,
stability.)
Access to the deck and exterior accommodation decks to be appropriately controlled by Permit to Work
system.
All personnel to be informed of anticipated severity of conditions.
All external watertight and weather doors to be closed.
Air pipes to underdeck spaces, fuel and water tanks to be covered, or self sealing arrangements proved
functional.
Lifelines to be rigged along essential routes on deck.
Anchor lashings to be checked for security and additional lashings considered.
Securing arrangements of cranes, derricks, gangways, accommodation ladders, and similar equipment to
be checked; additional lashings to be considered.
Deck to be checked for loose items; these to be adequately secured or moved to protected locations.
FFA and LSA in exposed locations to be adequately secured or moved to protected locations.
Equipment in public spaces to be secured or moved to secure locations.
Personal items in cabins to be secured.
292
Improve stability as practicable:
fill or empty tanks
empty swimming pools
check that scuppers and freeing ports are clear.
293
Total No. of Candidates 59 Pass 128 Fail 131 % Pass 49%
It was a fair paper which tested the candidate’s understanding of the concepts.
Question 1.
Many candidates obtained full marks for this question, however a considerable number did not do well. Of
the latter few drew diagrams to highlight the problem and many assumed that the fact the fuel would be
burned off before the vertex was reached was irrelevant to the question and tackled the question as a the
first leg of a composite plus a parallel leg and then a great circle. The parallel leg was calculated for the
difference between the distance to burn off the fuel and the distance to the vertex.
A number did the problem as a direct great circle on the assumption that if the fuel was burned off before
a vertex was reached then it was safe to do the direct route.
A number worked the problem as a composite great circle but did parallel sailing from the vertex all the
way to the destination.
The correct method was to use the distance to burn off the fuel as the distance of a great circle track
which ended on 33degrees south and to find the d’long for that GC track. This then gave the position on 33
S where the vessel was then free to do a direct GC track to the destination.
Many made basic mistakes in working out the ETA, especially when crossing the date.
Question 2.
Many students did not appreciate that when altitudes are given the True Tiny Towards rule does not apply
as this is for zenith distances only.
The selection of stars and the reasons for this was varied, however provided that a sound reason was given
candidates were not penalised. Few managed to correctly deduce that Antares was taken well after the
time of civil twilight and was therefore likely to be the most suspect of the four.
In part c) provided the candidate correctly obtained the MPP, even if the plot was wrong, full marks for
this section were awarded.
MANY students applied the Time Zone to LMT to get UT, instead of applying the longitude
Question 3.
a) Many candidates failed to read the question for this part. Most answered from the point of view of
making preparations for arrival at a landfall position and gave a bridge checklist for arriving at the landfall
position. The question was asking for the factors that should be taken into account when planning a
landfall.
b) Most candidates scored well in the part with the majority obtaining full marks.
Question 4.
Part a) and b) were generally well answered, with most candidates obtaining full marks. The most common
fault was candidates using their own scale to complete the plot instead of using the scale on the plotting
sheet. In part c) a number of candidates determined the alteration required for target A and assumed that
this would be sufficient for all the others, without actually checking that this was the case.
Many candidates did not attempt part d)
Question 5.
Part a) was generally well answered, however a few thought that the initial track in the S hemisphere
would be WNW.
Many candidates failed to read part b) correctly. The question stated that the storm had already recurved
and most answered the question from the point of view of the storm still heading on a WSW’ly track. This
was surprising as many candidates had correctly drawn the storm field as it would be after recurvature and
then totally ignored their diagram when answering part b).
Part c) Many candidates did not appreciate that what was required were specific standing orders for the
OOW whilst on the bridge in heavy weather. Many simply stated that the OOW should adhere to the Masters
Standing orders and comply with the vessels SMS requirements.
294
i) Again many candidates did not appreciate that the general standing orders were for heavy weather and
gave an exhaustive list of general standing orders that would apply in any situation and in most cases
considered only bridge watchkeeping, whereas what was required was general standing orders for heavy
weather.
295
All questions refer to a 6800 GT refrigerated cargo vessel chartered to carry fruit between
ports in the southern and western Caribbean Sea and the East coast of the USA. The vessel has
been laid up in the port of Falmouth (UK) and is to proceed to New York to load agricultural
equipment for discharge in Caracas (Venezuela). The vessel's service speed is 22 knots and
summer draft is 6.8 metres.
1. Vessels are required to ensure that navigational charts and publications are corrected up to date
prior to commencing a passage. This is usually done by using weekly Admiralty Notices to Mariners
and chart tracings.
Vessels are also required to ensure that all relevant radio navigational warnings are taken into
account when received.
(a) Describe the context and content of EACH of the following:
(i) Admiralty Weekly Notices to Mariners; (8)
(ii) Navarea warnings; (12)
(iii) Coastal warnings. (8)
(b) Vessels are required to carry charts and publications sufficient to allow planning of the ships
intended voyage.
State the publications required, for the vessel in question. (12)
a)
i) Admiralty Weekly Notices to Mariners
Context.
Issued by UK Hydrographic Office weekly as paper documents and internet downloads.
Admiralty NMs contain all the corrections, alterations and amendments for the UKHO's worldwide series
of Admiralty Charts and Publications.
Content.
Publications List
Index of publications affected.
ADMIRALTY CHARTS AND PUBLICATIONS NOW PUBLISHED AND AVAILABLE
NEW EDITIONS OF ADMIRALTY CHARTS AND PUBLICATIONS
ADMIRALTY CHARTS AND PUBLICATIONS TO BE PUBLISHED
ADMIRALTY CHARTS AND PUBLICATIONS PERMANENTLY WITHDRAWN
I Explanatory Notes. Publications List

II Admiralty Notices to Mariners. Updates to Standard Nautical Charts
III Reprints of Radio Navigational Warnings
IV Amendments to Admiralty Sailing Directions
V Amendments to Admiralty Lists of Lights and Fog Signals
VI Amendments to Admiralty List of Radio Signals
ii) NAVAREA Warnings

Context.
Issued by the World-Wide Navigation Warning Service for 16 NAVAREAS identified by roman numerals,
containing information concerning principal shipping routes which are necessary for mariners to know
before entering coastal waters.
The coordinating authority of each area collates warnings for that geographical area.
The coordinating authority broadcasts warnings through SafetyNet and NAVTEX, and printed in Admiralty
Notices to Mariners.
Broadcast details are found in ALRS V3.
296
Content.
a. Failure and changes of major navigation aids.
b. Failures of and changes to long-range electronic position fixing systems (GPS Loran C)
d. Areas where SAR or anti pollution operations are taking place (for avoidance of such areas.)
f. Positions of mobile drilling rigs (RIGLISTS) and other oil gas related activities.
iii) Coastal Warnings.

Context.
Issued for particular coastal regions and containing information to assist the mariner in coastal navigation
up to the entrances of ports.
Broadcast on NAVTEX and VHF by HM Coastguard MRCC.
Usually identified by prefix WZ and numbered.
Content.
a. Casualties to major light fog signals, major floating lights and more important buoys.
b. Drifting mines and derelicts in congested waters when the information is resent and sufficiently
accurate.
c. Large unwieldy tows in congested waters.
d. Dangerous wrecks and new or amended shoal depths.
e. Establishment of salvage buoys in congested waters.
f. Areas where SAR and anti pollution operations are being carried out (for avoidance of such areas.)
g. Negative Surges.
h. Irregularities in the transmission of differential corrections to the Global Positioning System (DGPS).
i. New positions of mobile drilling rigs (RIGMOVES).
j. Cable operations or certain other underwater activities.
b)
For the area and time of year concerned:
International Code of Signals (IMO)
The Mariner’s 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).
Lists of Lights (UKHO).
Sailing Directions (UKHO).
Nautical Almanac (HMNAO).
Tide Tables (UKHO)
Tidal Stream Atlases (UKHO)
Operating and Maintenance Instructions for Navigation Aids carried by the Ship.

Navigational charts, to the largest scale available.
Planning charts covering the area concerned.
Routeing Charts.
Mariner’s Routeing Guides.
2. The vessel is due to depart Falmouth, in ballast, on the 4th February.

The owners have asked the Master to compare the distances between Bishop Rock and New York via
the following routes:
The recommended route as per Datasheet Q2( I) and Q2(2)
The direct rhumb line route
The following departure and landfall positions should be used.
Departure Position 49°47'.0N 6°27'.0W (5 miles South of Bishop Rock)
Landfall Position 48°20'.0N 73°50'.0W (Approaches to New York) Correction 40°20.0’ N
297
(a) Calculate the difference in distance between the two routes. (20)
(b) Explain why the recommended route is preferred to the rhumb line track. (10)
c) Explain how a Gnomonic chart can be used in conjunction with a Mercator chart when planning a
great circle passage. (15)
a) GC
D 49 47.0 N 006 27.0 W
BS 42 30.0 N 050 00.0 W 2.62.1 Not Cape Race until May
d 043 33.0 W

P = 043 33
PA = 90 – 49 47 = 40 13
PB = 90 – 42 30 = 47 30
AB = 30 34 51.48 x 60 = 1834.857996 NM
RL
BS 42 30.0 N 2806.42 N 050 00.0 W 2.62.1 Not Cape Race until May
L 40 20.0 N 2633.71 N 073 50.0 W
d 02 10.0 S 172.71 S 023 50.0 W
130.0 1430.0 W
Dis = DLat ÷ cos Co = 130.0 ÷ cos 83 06 48.2 = 1084.193028

or
Dis = √(DMP2 +DLon2) x DLat ÷ DMP = √(172.712 +14302) x 130.0 ÷ 172.71 = 1804.192828
Dis = 1834.857996 NM + 108; 4.192828 NM = 2919.050794 NM
RL
D 49 47.0 N 3436.41 006 27.0 W
L 40 20.0 N 2633.71 073 50.0 W
d 09 27.0 S 802.70 S 067 23.0 W
567.0 S 4043.0 W
Co =tan-1 (DLon ÷ DMP) = tan-1 (4043.0 ÷ 802.70) = 78 46 13.75

or
Dis = √(DLon2 + DMP2) x DLat ÷ DMP = √(4043.02 + 802.702) x 567.0 ÷ 802.70 = 2911.580074 NM
Difference = 2919.050794 - 2911.580074 = 7.470723994 NM
Difference = 7.5 NM, Great Circle greater.
b) The recommended route is preferred to avoid the hazards of crossing the Grand Banks 2.62.1.
These include:
Oil and Gas rigs and associated vessels.
High incidence of fog.
Probability of pack ice at this time of year.
Possibility of icebergs at this time of year.
High incidence of Polar Frontal Depressions, high winds, waves and swell.
Strong and variable currents.
298
c) Gnomonic Charts have the property that Great Circle Tracks are straight lines.
In practice tracks followed are normally Rhumb Lines, which are straight lines on Mercator Charts.
Planning a Great Circle track may be done by:

Plotting the Great Circle on a Gnomonic chart.
Picking off the Latitudes of Waypoints at regularly space Longitudes, typically 5° apart, from the
Gnomonic chart.
Plotting the Waypoints on a Mercator Chart.
Following the Rhumb Line tracks by Mercator sailing between the Waypoints so plotted.
The route is plotted on navigational charts and checked for navigational hazards.
Routeing charts may also be used to check for meteorological hazards.
3. En route the vessel is diverted to Boston USA.
The Master is advised that the vessel will berth in Bangor (ATT Pacific and Atlantic extracts No
2833). On consulting the chart it is found that the vessel will have to pass under a bridge (charted
height 22m above MHWS) to reach the berth. The anticipated draught on arrival is 5.3m. The top of
the main mast is 28.6m above the keel. The charted depth below the bridge is 6.8m. The Master
requires a minimum clearance under the bridge of 2.0m.
If the vessel is due to pass under the bridge during the AM ebb tide on the 17th March, determine
(a) the maximum height of tide permissible to safely pass under the bridge; (10)
(b) using Worksheet Q3, the earliest time the vessel can pass under the bridge; (20)
(c) the underkeel clearance at that time. (5)

Obstruction
Clearance 2.0
Truck Height 22.0
MHWS
Keel to Truck 28.6
Waterline
Draft 5.3 HoT MHWS 4.5
Keel CD
UKC
Charted Depth 6.8
Sea Bed
a)
Clearance 2.0
+ Truck to Keel 28.6
- Draught 5.3
Obstruction to Waterline 25.3
2P Bangor 2833
SP Boston 2809
MHWS Boston 3.1

Height Difference 1.4
MHWS Bangor 4.5
Charted Height 22.0

MHWS 4.5
Obstruction to CD 26.5
299
HoT = 26.5 – 25.3 = 1.2
b)
Date Mar 17
HW LW HW LW
Boston Predicted 17-05:01 17-11:27 2.8 0.3
Seasonal Change 2809 Neg Neg
Boston Unpredicted 2.8 0.3
Differences -00:40 -00:15 1.2 0.1
Bangor Unpredicted 4.0 0.4
Seasonal Change 2833 Neg Neg
Bangor Predicted 17-04:21 17-11:12 4.0 0.4
Interval = 11:12 – 04:21 = 06:51
Interpolation
3.1 2.8 2.7
+1.4 +1.1
y = 1.4 + (2.8 – 3.1) ÷ (2.7 – 3.1) x (1.1 – 1.4) = 1.175 = 1.2
0.4 0.3 0.0

0.2 -0.1
0.2 + (0.3 – 0.4) ÷ (0.0 – 0.4) x (-0.1 – 0.2) = 0.125 = 0.1
Curves
Tidal Interval = +04:41
Time = 17-04:21 + 04:41 = 17–09:02
The earliest time the vessel can pass under the bridge is 17 09:02
c)
HoT 1.2 m
Charted Depth 6.8 m
Depth of water 8.0 m
Draught 5.3 m
UKC 2.7 m
300
301
4 At 1200UT on the 22nd September the vessel is in position 41°N 70°W on passage from Boston
to Havana, Cuba.
The Master has been monitoring Tropical Storm Mike which has been developing in the Atlantic
Ocean some 700 miles to the East of the Leeward Islands. The position of the storm over the
previous 24 hours is given below.
211200UT 19.1°N 50.2°W
221200UT 20.2°N 56.5°W
The latest advisory from the National Hurricane Centre in Miami is for the storm to maintain its
current track of 285°(T) at 16 knots, and expect the storm to reach hurricane strength over the next
24hrs. Gales force winds are expected to extend up to 120 miles from the centre.
(a) Describe the preparations that should be made when a vessel is due to encounter
heavy weather. (15)
(b) The vessel is currently heading for a position due East of Miami on the meridian of 80°W at 20
knots.
(i) On Worksheet Q4, plot the positions and future tracks of both the vessel and the storm at
221200UT and for the following 48 hours. (6)
(ii) Comment on the advisability of the vessel's planned track given the advisory from NHC Miami. (9)
(iii) At 231200UT the Chief Engineer advises the Master that the vessel will have to stop for 12 hours
to effect temporary repairs to one of the main engine bearings. He also advises that the vessel will
have to proceed at 10 knots for a further 12 hours after repairs have been completed.
In light of the Chief Engineers advice, what options are open to the Master at 231200UT. (15)
a) Consider deviation to minimise effects of adverse weather.

Brief all personnel of anticipated conditions as relevant.
Monitor communications for forecasts of weather conditions.
Increase frequency of meteorological observations.
Inform all departments of anticipated severity of conditions.
Anticipate reducing speed.
Secure all loose items against anticipated vessel motion.
Consider additional securing of vulnerable items, anchors in particular.
Check the security and status of all items related to the watertight integrity of the hull.
Minimise free surface in tanks.
Rig lifelines on deck.
Move vulnerable LSA and FFE to safe locations.
Advise personnel to secure personal possessions against anticipated vessel motion.
Consider issuing motion sickness medication as required.
Plan work routines to allow for anticipated conditions, hand steering may be required.
Operate Permit to Work system for anticipated conditions.
ER change to low suctions.
Check navigation and communications aerials for security.
Plan catering provision for anticipated conditions.
302
b) i) Plot.
ii) 16 kn x 24:00 = 384 NM ÷ 60 = 6.4°

20 kn x 24:00 = 480 NM ÷ 60 = 8.0°
At 24 12:00 the vessel is forecast to be 540 NM from the storm.

This is outside the storm field of 120 NM.
If the present movement persists the storm is likely to reach the Florida Strait approximately 26-06:00.
By this time the vessel could be in port in Havana, or proceed onward into the Gulf of Mexico or
Caribbean where it would have sea room to avoid the storm.
The Danger Sector covers the southwestern North Atlantic and the Eastern Caribbean.
The storm is more likely to recurve Northwards into the Atlantic, or proceed westward, than move
toward the Equator.
DS Q5a 4.1 Most hurricanes track N of Cuba, and they rarely occur south of 15 N.
The intensity of the storm is likely to diminish if it proceeds over land into the Caribbean.
The vessel’s planned track is unlikely to bring it into the storm field, and has the option of proceeding
into the area where the storm is least likely to move.
iii) 10 kn x 12:00 = 120 NM ÷ 60 = 2.0°
On the basis of the forecast movement of the storm and the vessel’s situation, the vessel is forecast to
be in the Florida Strait at 25-12:00, close to the Path of the storm and just outside the storm field.
With the possibility that the storm could move faster, and the vessel be slowed by the Gulf Stream and
Florida Current, or experience further engine breakdown, the vessel could be within the storm field with
very limited sea room.
The storm is more likely to recurve Northwards into the Atlantic, or proceed westward, than move
toward the Equator.
The storm is likely to reduce in intensity if it moves northwards over cooler water.
Options:
Proceed on a NNE’ly course to maximise the CPA of the storm, and monitor its movement.
Stop in the present position with sea room to manoeuvre and monitor the storm’s movement.
Proceed at reduced speed, maintaining adequate sea room, and monitor the storm’s movement.
proceed at maximum speed, hoping to cross ahead of the storm, outside the storm field, into its
future navigable Semicircle.
In all cases be prepared to take appropriate action if circumstances change, such as changes in the
storm’s movement, recurrence of the engine problem or other factors.
303
304
5. Vessels trading between the East coast of the USA and ports in the Caribbean encounter numerous
navigational hazards when approaching and navigating through the Caribbean sea.
(a) With reference to Datasheet Q5(a), outline the main navigational hazards to be considered when
passage planning in these waters. (20)
(b) Vessels transiting the waters are encouraged to take part in the AMVER programme.
Describe the various types of AMVER reports to be made. (15)
a) Strong N winds over coastal waters in the Gulf of Mexico.

Most hurricanes track north of Cuba.
From May to December periods of heavy rain and thunderstorms are frequent.
High swells in the Caribbean, particularly in June and July.
Currents, west bound in the Caribbean, strongly northward through the Yucatan Channel, around the Gulf
of Mexico, East to the Florida Strait and strongly northwards through and out of the Florida Strait.
In the Caribbean and Gulf of Mexico some charts are based on old and imperfect surveys, requiring great
care near cays and banks.
Depths over shoals may be reduced by coral growth since the last survey.
Many banks are steep to, giving little warning of shoal water.
Strong currents are to be expected in the entrance channels to the Caribbean and Gulf of Mexico,
particularly the Florida Strait.
Caicos Passage is not lighted.
Turks Island Passage is not lighted at its southern end.
Mona passage is subject to heavy squalls.
Sombrero passage is not lighted in its southern approach.
Currents near Morant Cays are very variable.
New Bank and Alice Shoal are charted mainly from a survey in 1835.
Campeche Bank has not been recently surveyed.
b)
Sailing Plan (SP) This report contains the complete routing information and should be sent within a few
hours before departure, upon departure, or within a few hours after departure. It must contain enough
information to predict the vessel's actual position within 25 nautical miles at any time during the voyage,
assuming the Sailing Plan is followed exactly.
Position Report (PR) This report should be sent within 24 hours of departing port and at least once every
48 hours thereafter. The destination should be included (at least in the first few reports) in case Amver
has not received the Sailing Plan information.
Deviation Report (DR) This report should be sent as soon as any voyage information changes which could
affect Amver's ability to accurately predict the vessel's position.
Final Arrival Report (FR) This report should be sent upon arrival at the port of destination. This report
properly terminates the voyage in Amver's computer, ensures the vessel will not appear on an Amver
SURPIC until its next voyage, and allows the number of days on plot to be correctly updated
305
Total No. of Candidates 311 Pass 164 Fail 147 % Pass 53%
In general this should have been a good paper for the well prepared student. Approximately 25% of the
marks were awarded for calculations and most candidates scored very well in these sections. Qu’s 1 and 5
concerned routine shipboard activities which most candidates should have encountered on an almost
weekly basis whilst at sea, however there knowledge was sketchy to say the least. It is appreciated that
many publications are held electronically these days, however the content and procedures for correcting
these should be well understood by all deck officers. Candidates in future would be well advised to look at
the Annual Summary of Notices to Mariners and study the content and context of the weekly Notices to
Mariners.
Question 4 caused the most problems for candidates, with many taking actions which put the vessel in
danger. Candidates were asked to look at two possible scenarios but many tackled the question from the
point of view that the ship was restricted in her speed right from the outset. Many could give no reasons as
to why they took the actions that they did.
Q1.
Part ai) This was in general answered well, with the majority of students gaining almost full marks.
Part aii) This was not answered well by the majority of students. Many managed to give some of the
content but few had any idea of how these warnings are compiled or promulgated or of the WWNS.
Part aiii) This again was not well answered by the majority of students, again in terms of context of the
warnings and who issues them and how are they promulgated.
Part b) This should have been a relatively straightforward question, however many candidates missed
out what would appear to be standard publications, such as the Nautical Almanac, Tide Tables, List of
Lights and Radio signals. Most scored about 50% of the marks in this section.
Q2.
There was an error in paper with regards to Landfall Position. However candidates had been advised of this
during the exam and had been told that if they had used the initial landfall position then to complete the
question with the data given. Those who had not started the question were advised of the new landfall
position and asked to work it according to the amendment.
When marking the papers an equal weighting was given to candidates who had used the initial position
given in the paper and provided they followed the routeing guidance, e.g GC to Banks South and then R/L
to the destination they were awarded full marks for the correct answer.
Most candidates managed to get the GC leg correct but many calculated the second leg using plane sailing
instead of Mercator sailing, even when the distance obtained by plane sailing was well in excess of 600
nmls.
Mathematical mistakes were common as were errors in formulae, particularly in Mercator and plane sailing
formulae.
Another common mistake was that candidates used either a direct GC track to the destination or used two
GC tracks instead of the first leg. However most scored well in this part.
Many lost marks in b) and c). Common faults were failing to give an explanation as to why the preferred
route is not the direct RL track and many had little or no knowledge of how to use a gnomonic chart in
planning an ocean passage.
Q3.
To find height of tide passing under bridge the height of MHWS at the secondary port must be calculated
and allowed for many candidates failed to do this. There were also the usual errors such as doing the whole
calculation for the standard port, using the duration at the standard port instead of the secondary port,
applying height corrections the wrong way, using the wrong half of the tidal curve, going in with the wrong
day or the wrong tide. However those who had prepared well generally scored full marks for this question.
306
Q4.
Part a) Heavy Wx checklist – many candidates got nowhere near full marks on this part. Many repeated
answers over and over again, e.g. brief all the departments and then individually brief the galley, engine
room, deck department etc.
Part b) Many simply plotted the given track for the 48 hour period but did not consider the 400 arc either
side of the track and also many got the distance travelled in 48 hours totally wrong or plotted the wrong
track, likewise with the position of the vessel and its intended course.
Part c) The vast majority of candidates thought that the proposed track was not advisable although few
could give a good reason as to why this was the case, other than the fact that the vessel would be in the
dangerous semi-circle. Few were aware that the vessel would cross ahead of the storms track whilst it was
still some 600-700 miles away. Many were off the opinion that they would encounter hurricane force winds
even at this distance, despite being advised that gale force winds were being experienced out to a
maximum distance of 120 nmls. Many candidates scored no marks for this section.
Part d) Given what candidates had written in part c) some of the answers to this part were odd to say the
least. A large number who were unwilling to cross the storm’s path initially when the vessel had full power
were quite willing to proceed at 10 knots towards the Florida Strait after repairs had been completed,
putting their ship in danger. Many turned round and steamed back to New York for shelter, but did not say
they would monitor the storm and resume the passage if the TRS recurved offshore. Only a few mentioned
the possibility of the vessel having more problems as time went on.
Q5. Many candidates made no reference to the datasheet and wrote about the possibility of meeting
hurricanes in the area, but not in terms of the navigational hazards that the vessel would face.
In part b) most candidates made a reasonable attempt at the AMVER reports required and most scored
well.
307
All questions refer to an 88,000 GT bulk carier which has been chartered to carry coal between
South Africa and Australia. The vessel is presently in Durban (S Africa) and due to complete cargo
operations and sail for Adelaide (South Australia) on 18 th January. Service speed is 15.8 knots.
1. With reference to Datasheets Q1(1) and Q1(2):

a) outline the main factors that the Master should take into account when appraising passages
between South Africa and Australia; (10)
b) the master decides to follow the recommended route ; calculate the total distance on passage
between the following departure and landfall positions.
Landfall Position 34 48.0 S 138 23.0 E (22)
c) if the vessel departs at 0400hrs (ST) on the 18th January, calculate the ETA at the landfall position
assuming Standard Time for the destination is being kept on arrival. (8)
a)
Datasheet 6.153
Strong and uncertain currents south of 30 S, particularly near Antarctica.
GC Vertex 45 S, in the storm ridden waters of the Roaring Forties.
GCs to places further east are further south and may encounter icebergs and possibly pack ice.
Hurricanes off the NW coast of Australia.
General
Polar Frontal Depressions in southern latitudes, high winds, high wind waves, high swell waves, extreme
single waves, reduced visibility.
Prevailing wind direction is westerly, westbound passages should be planned in lower latitudes.
High level of cloud cover in southern depressions, low availability of celestial observations.
Abnormal refraction degrading accuracy of celestial observations.
Fog likely off SW Australia.
Loadline restrictions.
Environmental protection restrictions south of 60S.
b)
D 29 51.0 S 031 06.0 E
R 40 00 S 077 00 E
S 40 00 S 100 00 E
L 34 48.0 S 138 23.0 E
DR
DR = cos-1 (cos P x sin PD x sin PR + cos PD x cos PR)
P = 077 00 – 031 06 = 045 54 E
PD = 90 – 29 51 = 60 09
PR = 90 – 40 = 50 00
DR = cos-1 (cos 45 54 x sin 60 09 x sin 50 00 + cos 60 09 x cos 50 00)
DR = 38 31 38.81 x 60 = 2311.646889 NM
RS
DLon = 100 00 – 77 00 = 23 00
Dep = Dlon x cos MLat = 23 00 x 60 x cos 40 00 = 1057.141332 NM
SL
cos AB = cos P x sin PA x sin PB + cos PA + cos PB
SL = cos-1 (cos P x sin PS x sin PL + cos PS + cos PL)
P = 138 23 – 100 00 = 38 23
PS = 90 – 40 00 = 50 00
PL = 90 – 34 48 = 55 12
SL = cos-1 (cos 38 23 x sin 50 00 x sin 55 12 + cos 50 00 + cos 55 12)
SL = 30 41 27.27 x 60 = 1841.454577 NM
308
DL = 2311.646889 + 1057.141332 + 1841.454577 = 5210.242798 NM
Dis = 5210.2 NM
c)
ST 18 04:00
TD 02:00
UT 18 02:00
PT 13 17:46 5210.2 ÷ 15.8
UT 31 19:46
TD 09:30
ST 32 05:16 Feb 01 05:16
DSTD 01:00
DST 32 06:16 Feb 01 06:16
ETA Feb 01 05:16 Standard Time.
Summer Time may be kept, it is summer, if DST is being kept;

ETA Feb 01 06:16 Daylight Saving Time.
2. At 0630hrs the master receives a request from the South African Maritime Rescue Coordination
Centre (MRCC) to assist in a search for an overdue fishing vessel. Currently there are four vessels on
scene engaged in a parallel track search pattern, some 60 miles SE of the vessel’s present position.
a) Describe the preparations that should be made on the bridge whilst en route to the search area.
(15)
b) Outline the factors that must be taken into account when selecting a search pattern for SAR
operations at sea. (10)
c) On arrival in the area visibility is poor and radio communication is made with the On Scene
Coordinator (OSC)
at 1030hrs own vessel is identified on radar, bearing 306(T) at a distance of 10 miles from the OSC.
The OSC is currently steering 100(T) at 8.0 knots with the three vessels assisting on his port beam.
The OSC requests that own vessel takes up station 4 miles on his starboard beam.
On worksheet Q2, determine the course to steer and the ETA on station if own vessel proceeds at a
speed of 15 knots. (15)
a) On the Bridge.
Maintain communications with MRCC, OSC and other assisting vessels / aircraft.
Set GMDSS equipment appropriately for the required communications.
Prepare publications required for assessing situation, charts plotting charts and instruments…
Obtain weather analysis and forecasts for the area.
Prepare visual signalling equipment.
Brief all personnel appropriately.
Modify work routines to allow for SAR operations considering increased workload and hours of work
factors.
Organise preparations on deck to render assistance in the anticipated situation, with due allowance for
contingencies.
Preparation of searchlights, LSA, lifeboats and rescue craft, means of recovery of personnel from the
water, boat ropes, messengers, ladders, scrambling nets, heaving lines.
Organise preparation of medical facilities for reception of casualties.
309
b)
Available number and types of assisting craft.
Single vessel, expanding square or sector search
Size of area to be searched.
Type of distressed craft.
Size of distressed craft.
Probability of personnel in the water.
Meteorological visibility.
Cloud ceiling if aircraft involved.
Type of sea conditions.
Time of day.
Arrival time at datum.
Accuracy of Datum.
c)
Own
306 x10.0 kn
OSC
100 x 8.0 kn
? x 15.0 kn
190 x 4.0 NM
From Distance Plot

Relative Vector 143
Relative Distance 12.3 NM
From Speed Plot

Course to Steer 121½
Relative Speed 8.0 kn
ETA 12.3 NM ÷ 8.0 kn = 01:32 + 10:30 = 12:02
310
AV1
306 10.0 NM
OSC
143 12.3 NM
190 4.0 NM
W 100 8.0 kn
A
AV2
143 8.0 kn
121½ 15.0 kn
15
311
3. Vessels engaged on passages across the Southern Indian Ocean may encounter icebergs at any
time of year.
a) Describe the sources and type of information that are available to the Master regarding icebergs.
(10)
b) Outline the factors that should be considered by a prudent Master when determining the risks
involved in encountering dangerous ice. (20)
c) Outline the reporting procedure that is to be followed by the Master on encountering dangerous
ice. (8)
a)
Details of transmission of text messages and facsimile charts of areas where icebergs have been
detected.
The Mariner’s Handbook.

General information.
Arctic icebergs. Origins and movement. Characteristics of icebergs. Ice island.
Antarctic icebergs. Origin and form. Tabular icebergs. Glacier icebergs. Weathered Icebergs. Capsized
icebergs.
Pictures of various ice forms and icebergs.

Ice limits and drift.
Ice in specific localities.
Ice information services.
Admiralty Sailing Directions

Climatological data of areas where icebergs are likely.
Sources of information about current iceberg conditions.
Admiralty Routeing Charts.

Show ice limits for the area covered.
Internet
General information and details of areas where icebergs have been detected.
b)
Types of ice likely to be encountered, icebergs and pack ice.

Concentration of ice, whether leads will be available through pack ice.
Sizes and nature of icebergs expected.
Potential for altering the planned route to avoid ice.
Availability of information regarding current ice extent and conditions.
Probable visibility governing visual detection of ice, presence of fogs banks caused by ice formations.
Use of searchlights if available.
Use of sound detection equipment, if fitted.
Probable sea state, relates to detection of smaller formation in amongst foam patches.
Radar status, correctly tuned as adjusted.
Echoes from ice may not relate to the size of the formation.
Smaller formations may be difficult to distinguish from wind and swell wave echoes.
Efficiency of navigational equipment; GPS in high latitudes, availability of celestial observations, effects
on Loran positions.
Vessel’s power and manoeuvrability.
Vessel’s draughts, with regard to rudder and propeller immersion.
Personnel availability and experience with conditions expected
Briefing personnel, information in publications available.
Expected duration of passage through ice conditions with high personnel requirements, fatigue may
become an issue.
Adjustment of ETA due to reduced speed in conditions expected.
312
Availability of Ice Pilots.
Availability of icebreakers.
Availability of assistance from other vessels in the event of severe damage to the vessel.
c)
SOLAS.
Report by all available means to vessels in the vicinity and the nearest coast station:
Type s of ice,
Position s of ice,
UT date time of observation s.
4. Bad weather and poor visibility are common on southern Ocean Passages. After several days with
very poor visibility the Officer of the Watch manages to obtain two observations of the SUN’s lower
limb on the 26th March.
At 1532hrs the following observation was obtained.
GPS Position 39 07.0S 95 16.0 E
Chronometer error 1m 54s Fast on UT
Sextant Altitude 24 44.8 (SUN’s Lower Limb)
Index Error 3.4 on the arc
Height of eye 21.4m
a) Determine EACH of the following:
i) the direction of the position line; (15)
ii) the intercept. (15)
b) A forenoon sight taken at 1020hrs gave an intercept of 3.2 away on a bearing of 025(T) using a DR
position of 39 07.0S 93 36.0E.
The vessel was steering 090(T) at 14 knots throughout the period.
Determine the observed position of the vessel at 1532hrs using the information from both sights.
(20)
a)
ZT 26 15:32
TZ 06 E - 95 16 E ÷ 15 = 06:21
UT 26 09:32
CT 09:26:26
CE 00:01:54 F
UT 09:24:32
GHA 313 33.9 Dec N 02 13.3

Inc 006 08.0 d 1.0 00 00.4
Lon 095 16.0 Dec N 02 13.7
LHA 414 57.9
360
054 57.9 Reasonable for afternoon sight.
i)
A = tan Lat ÷ tan LHA = tan 39 07 ÷ tan 54 57.9 = 0.5701221052 N
B = tan Dec ÷ sin LHA = tan 02 13.7 ÷ sin 54 57.9 = 0.04752235253 N
C = A ± B = 0.5701221052 N + 0.04752235253 N = 0.6176444578 N
Az = tan-1 (1 ÷ C ÷ cos Lat) = tan-1 (1 ÷ 0.6176444578 ÷ cos 39 07) = 64 23 45.29
Azimuth = N 64.4 W
TB = 295.6 Reasonable for afternoon sight, Southern Latitude, Northerly Declination.
PL = TB ± 90 = 295.6 ± 90
PL 025½ / 205½
313
ii)
cos ZX = cos P x sin PZ x sin PX + cos PZ x cos PX
ZX = cos-1 (cos P x sin PZ x sin PX + cos PZ x cos PX)
P = 054 57.9
PZ = 90 ± Lat = 90 – 39 07 = 50 53
PX = 90 ± Dec = 90 + 02 13.7 = 92 13.7
ZX = cos-1 (cos 54 57.9 x sin 50 53 x sin 92 13.7 + cos 50 53 x cos 92 13.7)
ZX = 65 07 53.34
CZD = 65 07.9
or

cos ZX = cos P x sin PZ x sin PX + cos PZ x cos PX
ZX = cos-1 (cos P x sin PZ x sin PX + cos PZ x cos PX)
ZX = CZD
P = LHA
sin PZ = cos Lat
sin PX = cos Dec
+=±
CZD = cos-1 (cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec)
Lat and Dec different names, ± = -
CZD = cos-1 (cos 54 57.9 x cos 39 07 x cos 02 13.7 - sin 39 07 x sin 02 13.7)
CZD = 65 07 53.34
CZD = 65 07.9
SA LL 24 44.8
IE 00 03.4 On -
OA 24 41.4
Dip 00 08.1 -
AA 24 33.3
TC 00 14.2 +
TA 24 47.5
90
TZD 65 12.5
CZD 65 07.9
Int 00 04.6 Away True Tiny Towards
b)
OP Time 15:32 ZT
AM Sight Time 10:20 ZT
Passage Time 05:12
Dis = Spe x Tim = 14 x 05:12 = 72.8 NM
Co 090, TP Lat = DR Lat = 39 07.0 S,

Dis = Dep = 72.8 NM
DLon = Dep ÷ cos MLat = 72.8 ÷ cos 39 07.0 ÷ 60 = 001 33.8 E
TP Lon = DR Lon ± DLon = 093 36.0 + 001 33.8 = 095 09.8 E
GPS 39 07.0 095 16.0

TP 39 07.0 095 09.8
d 00 00.0 N 000 06.2 W
Dep = DLon x cos MLat = 6.2 x cos 39 07.0 = 4.8 NM W
314
Plot
From GPS
295½, 4.6 NM A.
4.8 NM W, 025, 3.2 NM A
DLat = 6.6 S
Dep = 2.0 E
MLat = Lat ± DLat ÷ 2 = 39 07.0 + 00 06.6 ÷ 2 = 39 10 18 S

OP Lat = GPS Lat ± DLat = 39 07 + 00 06.6 =39 13.6 S

OP Lon = GPS Lon ± DLon = 095 16.0 E + 000 02.6 E = 095 18.6 E
OP 39 13.6 S 095 18.6 E
315
316
5. a) State the appropriate manning levels on the bridge, outlining the duties of EACH member of the
bridge team, for EACH of the following situations, in clear weather:
i) navigation in a Traffic Separation Scheme with dense traffic; (15)
ii) navigation during darkness on an ocean passage. (5)
b) Describe the content of the Masters Night Orders. (12)
a)
i)
Master. In command, receiving information, making decisions regarding conduct of passage.
Monitoring Bridge Team performance.
OOW. Navigation, position fixing, informing Master, communications, record keeping. Monitoring rest of
Bridge Team.
OOW. Monitoring traffic visually and by radar, informing Master. Monitoring rest of Bridge Team.
Rating. Helmsman. Steering as instructed. Monitoring performance of steering equipment and compasses.
Rating. Lookout, monitoring externally, sight and sound, informing Master and OOWs.
ii)
OOW. Navigation, position fixing, collision avoidance, communications, record keeping, monitoring
Rating.
Rating. Lookout, monitoring externally, sight and sound, informing OOW, monitoring OOW.
b)
Night Orders supplement Standing Orders for periods when the Master is absent from the Bridge at night.
Circumstance in which to call the Master, including, in general, at any time that the OOW requires
assistance.
Navigational requirements.
Position, course and speed.
Alterations anticipated.
Hazards expected.
Meteorological conditions expected.
Action to take if Passage Plan requires amendment.
Engine Room status, UMS / EOOW.
Changes to engine status anticipated.
Calls for specific personnel.
Communications required.
Operations in progress.
Security status.
Abnormalities to the normal state of the vessel at night.
317
Total No. of Candidates 311

Pass 178 Fail 133 % Pass 57%

It was a fair paper which tested the candidates’ understanding of the concepts.
Question 1.
Part a) Generally well answered. The main problem was for those who did not realise that the vessel
crossed the equator. Those who did not score highly used the generic cosine formula but did not allow
for the fact that one term should have been 90+Lat instead of 90-Lat.
Part b) Virtually all of the students used the cosine rule to find angle B, however a large number made
fundamental mistakes in naming angle B using this method. Many took the complement of the angle
calculated but then named it wrong. Many did not realise that they were calculating an angle that should
have been measured Eastwards from North and that the final course would have been the reciprocal of
this angle. Most just named the angle South and West. Of those who made this mistake the vast majority
did not draw a diagram which would have highlighted the mistake had they understood what they were
doing. Many also did not allow for the fact that PA would be 90+lat A and showed little knowledge of
general principles of spherical trig.
Those who used the ABC method all obtained the correct angle and obtain the correct solution, however
a number of them did not realise that the vertex lay outside of the track.
Part c) Most obtained the correct latitude for the Vertex, however approx 40% obtained an incorrect
longitude by either applying the D long obtained by Napier’s rules to either the initial longitude of
position A or applying it the wrong way round for Longitude of position B, .i.e Eastwards of B instead of
westwards. This was true of many who actually obtained the correct final course which should have told
them that they had yet to reach the vertex.
Also a number of candidates had drawn incorrect sketches of the problem, however still managed to get
the correct longitude for the vertex, although the sketch would have indicated that another answer
should have been obtained. Such cases were penalised heavily, especially where no supporting working
was provided.
Question 2.
On the whole this question was poorly answered with less than 50% of candidates obtaining more than
50% of the marks available and many obtaining single digit scores.
The major problems that were identified are as follows
Candidates were unable to determine the correct GMT and Date
Could not obtain the correct LHA of the sun or the Dec of the either the Sun or Venus.
Could not obtain the correct value of dip for the sights or the correct total correction for the Sun and
Venus
Many were unaware that for an AM sight of the Sun the LHA must lie between 180 and 360 degrees.
Many were simply unable to cope with the concept of a simultaneous observation of two heavenly bodies
Not able to calculate the azimuth of the sun correctly
Confused Azimuth with the direction of the position line
Unable to calculate the latitude when Venus was on the meridian
Most were unable to plot the sights correctly even when they had both the correct intercept and bearing
and the correct latitude form the meridian altitude observation. Many simply determined the longitude
where the Suns PL cut the DR latitude.
Candidates were unaware that the vessel was in the southern hemisphere and applied the D Lat in the
wrong direction.
Many candidates did not even attempt parts b) or c).
In general there appeared to be a lack of understanding of the principles of celestial navigation. The
inability of candidates being able to determine UT from the given chronometer time is of great concern
as if the inability to obtain the correct LHA even when the UT was correctly determined.
A considerable number of candidates did obtain the correct LHA but then subtracted this from 360 to get
the easterly HA to the body. This was then used to determine the CZD of the sun. Whilst this is perfectly
in order many candidates then went on to use the easterly hour angle in the determination of the
azimuth. This led to many naming the azimuth incorrectly as they assumed that the LHA determined
318
would indicate the azimuth would be westerly rather than easterly.
Question 3.
In general this question was well answered for part a) and part bi). In the case of part bii), many
candidates simply stated that the vessel was to the North of the storm but did not refer this to the
vessel’s position relative to the forecast track.
In part a) many did not do a particularly detailed sketch and although the question indicated that the
track was 295 (T), many drew tracks which were either just north of West or in some cases just west of
North. This may be one of the reasons that many gave incorrect answer in c) and particularly in d)
Most candidates lost marks in part c) as they did not describe the changes that would be encountered
over the 12 hour period, many simply stated the conditions at the end of the 12 hour period.
In part d) many students listed the standard evasive manoeuvres as per the mariners Handbook, however
they had already been asked to determine where the vessel was in relation to the storms centre and
forecast track.
Most did ascertain that the vessel would end up the dangerous quadrant and stated the correct action in
this case, however few realised that the vessel was quite close to the track and could have crossed over
into the navigable semicircle, by heading SW, with ample time to spare.
A number decided to outrun the storm by heading NW but failed to appreciate that the storm would
likely pick up speed as it moved north.
Question 4.
The majority of candidates scored well in this question. The main areas of concern were those
candidates who did not determine the approximate LMT at the ship prior to determining which day
sunrise would be required for.
A number determined that sunrise on the 20th should be calculated even though it was already 0830 GMT
on the 21st. This was mainly due to being unable to understand the relations hip between UT and LMT
and many applied the longitude in time the wrong way.
A number of candidates tried to find the course and speed of the warship using Pythagoras Theorem??
Question 5.
In general most candidates scored highly on this question.
Candidates are reminded that if a question wants them to outline or describe points then they will not
achieve full marks by simply giving a list of points.
319
SQA Navigation 2009-07-13.
All questions refer to a 63.000 GT container ship which is to make a passage from Botany Bay (New
South Wales, Australia) to Seattle (Washington State, USA) in early August. The vessel is fitted with
all navigational equipment in accordance with statutory requirements.
1. Ocean Passages of the World advises that the vessel should proceed from Botany Bay as for routes
from Sydney to Honolulu but when crossing the Equator in longitude 178 50.0 W, take a great circle
track to a landfall position off the entrance to Juan de Fuca Strait 48 30.0 N 124 47.0 W.
a) Calculate the distance on passage between the position where the vessel crosses the equator and
the landfall position. (10)
b) Determine the vessel’s initial course, on the great circle track crossing the equator. (10)
c) State the position of the vertex nearest to the landfall position. (6)
d) Ocean Passages of the World warns mariners that the above track passes close to a dangerous
shoal in position 08 16.0 N 173 26.0 W. Determine the distance off the shoal when the vessel crosses
longitude 173 26.0 W, stating whether the vessel will pass North or South. (14)
a) P
VN
ICo W
A

P = DLon AB = Lon B ± Lon A = 124 47.0 W – 178 50 W = 054 03.0 E

PA = 90 – Lat A = 90 – 00 00 = 90 00 P
PB = 90 – Lat B = 90 – 48 30.0 = 41 30.0

Dis = 67 06 25.44 x 60
Dis = 4026.4 NM
Alternatively. PAB is quadrantal, PA = 90.

A B
PA
sin (90 – AB) = cos P x cos (90 – PB)
AB = 90 - sin-1 (cos P x cos (90 – PB))
A P
P = DLon AB = Lon B – Lon A = 124 47.0 W – 178 50 W = 054 03.0 E
PB = 90 – Lat B = 90 – 48 30.0 = 41 30.0 90 - AB 90 - PB
AB = 90 - sin-1 (cos 054 03.0 x cos (90 – 41 30.0)) = 67 06 25.44 x 60 B - 90

AB = 4026.42399 NM
Dis = 4026.4 NM
320
b)
A = tan Lat A ÷ tan DLon = tan 00 00 ÷ tan 054 03 = 0.000
C = A ± B = 0.000… + 1.396235975 = 1.396235975
ICo = tan-1 (1 ÷ C ÷ cos Lat A) = tan-1 (1 ÷ 1.396235975 ÷ cos 00 00)
ICo = 35 36 38.4 = N 35½ E
ICo = 035½
Alternatively. PAB is quadrantal, PA = 90.

sin P = tan A x tan (90 – PB)
tan A = sin P ÷ tan (90 –PB)
A = tan-1 (sin P ÷ tan (90 – PB))
A = tan-1 (sin 054 03.0 ÷ tan (90 – 41 30.0))
A = 35 36 38.4
ICo = N 35.6 E = 035½
c)
Lat V = angle between GC and Equator = 90 – ICo = 90 - 35 36 38.4 = 54 23 21.6
Alternatively PV = ICo
Lat V = 90 – PV = 90 - 35 36 38.4 = 54 23 21.6
Lat V = 54 23.4 N P
Lon V = Lon A ± 90 00 = 178 50 W – 90 00 E = 088 50 W
d)
P = DLon VW = Lon W ± Lon V = 173 26 W – 088 50 W = 084 36 W
PV = 35 36 38.4

W V
tan (90 – PW) = sin (90 – P) ÷ tan PV
PW = 90 - tan-1 (sin (90 – P) ÷ tan PV)
PW = 90 - tan-1 (sin (90 – 084 36) ÷ tan 35 36 38.4) PV VW
PW = 82 30 51.72
Lat W = 90 = PW = 90 - 82 30 51.72 = 07 29 08.28
Lat W = 07 29.1 N 90 - P 90 - W
DLat = 08 16.0 – 07 29.1 = 00 46 .9 90 - PW

Vessel is 46.9 NM south of shoal.
P
PAW is quadrantal, PA = 90

sin P = tan A x tan (90 - PW)
tan (90 – PW) = sin P ÷ tan A
PW = 90 – tan-1 (sin P ÷ tan A)
A W
DLon AW = Lon W – Lon A = 173 26.0 W – 178 50.0 W = 005 24 E PA
P = 005 24.0 E
PW = 90 – tan-1 (sin 005 24.0 ÷ tan 35 36 38.4) A P

PW = 82 30 51.72
Lat W = 90 - 82 30 51.72 = 7 29 08.28
90 - AW 90 - PW
Lat W = 07 29.1 N
DLat = 08 16.0 – 07 29.1 = 00 46 .9 W - 90
Vessel is 46.9 NM south of shoal.

321
2. The voyage plan indicates that the vessel will pass off the shoal at 2200hrs on the 8 th August. The
visibility in the area is clear with only light cloud cover.
The Master instructs the Chief Officer to obtain stars during evening twilight to check the vessel’s
position with the GPS prior to passing the shoal later in the evening. sunset is expected at 1820hrs
with civil twilight occurring at 1826hrs.
The following results are obtained whilst steering 040(T) at 23 knots, using a GPS position of
3 30.0 N 173 59.0W for each sight.
Time Star Brg(T) True ZD Calc ZD

1821 Vega 010 40 18.2` 40 22.1
1825 Arcturus 082 56 29.6` 56 25.0
1831 Fomalhaut 175 60 51.7 60 58.0
1835 Nunki 240 60 08.7 60 12.3
1839 Altair 290 40 16.4 40 20.1
1844 Alphecca 045 48 29.0 48 26.3
a) Identify, giving reasons, which of the above are best suited to obtain a FIVE star fix of the vessel’s
position. (10)
b) The Chief Officer eventually chooses Vega, Altair and Nunki to plot a fix. Determine the vessel’s
most probable position (MPP) at 1830hrs, assuming there are no random errors. (20)
c) Comment on the reliability of EACH of the following:
i) the MPP, (5)
ii) the GPS position. (5)
a) Magnitudes. Vega 0.1, Arcturus 0.2, Fomalhaut 1.3, Altair 0.9, Nunki 2.1.
Brightest stars, easier to take in cloudy conditions.

Best range of bearings to give accurate plot.
Adequate altitudes, to minimise effects of refraction near horizon.
Vega and Fomalhaut good N S pair for latitude, Arcturus and Altair good E W pair for longitude.
Alphecca taken late, and bearing eastwards, horizon deteriorating.
b)
Veg (18:30 – 18:21) x 23 = 3.5 F 010 40 18.2 - 40 22.1 = 3.9 T
Nun (18:30 – 18:35) x 23 = 1.9 B 240 60 08.7 - 60 12.3 = 3.6 T
Alt (18:30 – 18:39) x 23 = 3.5 B 290 40 16.4 - 40 20.1 = 3.7 T
DLat 0.3 S
Dep 2.0 NM E
MLat = Lat A ± DLat ÷ 2 = 03 30.0 N – 00 00.3 ÷ 2 = 03 29 51 N
DLon = Dep ÷ cos MLat = 2.0 ÷ cos 03 29 51 = 000 02.0 E
OP Lat = AP Lat ± Dlat = 03 30.0 – 00 00.3 = 03 29.7 N
OP Lon = AP Lon ± DLon = 173 59.0 W – 000 02.0 E = 173 57.0 W
c)
i) the MPP,
The plot indicates a systematic error of 6.8 minutes, which could be due to an Index Error that has not
been applied, an Index Error applied in the incorrect direction, or a bias on the part of the observer.
This reduces the confidence in the position, although the errors are known to be systematic, not random.
The Celestial position is 2.0 NM from the GPS position, which is within the accuracy expected of celestial
observations.
ii) the GPS position.

The vessel is close to the Equator, a high proportion of the satellite constellation is likely to be above the
horizon, the GPS position should be highly accurate.
322
323
3. Tropical Revolving Storms (TRS) are common in the North Pacific Ocean in the late summer
months especially from August to October.
a) Describe the warning signs of an approaching TRS. (10)
b) For a vessel, within the storm field of a TRS, in the Northern Hemisphere:
i) Explain how onboard observations can be used to determine the vessel’s position relative to the
storm’s track; (10)
ii) outline the actions a prudent master should take to avoid the worst of the storm. (15)
a)
High swell, from high wind waves in the vicinity of the eye.
Atmospheric pressure, initially loss of diurnal variation followed by decreasing pressure in excess of
3 hPa, TRS probable, and 5 hPa, TRS confirmed.
Wind force increasing from approximately force 4 to gale force and above.
Wind direction probably changing, but not necessarily.
Cloud cover changing from trade wind cumulus to cirrus from the canopy to large cumulonimbus.
Precipitation occurring and then increasing.
When close up, the rain pattern may be seen on the radar.
b)
i) The change of wind direction indicates the vessel’s position relative to the path / track.
Veering wind indicates that the vessel is right of the path / track, steady wind that the vessel is close to,
or on the path / track and backing wind that the vessel is left of the path / track.
Furthermore, with the vessel hove to: if atmospheric pressure is decreasing the vessel is in Advance of
the storm; steady, on the Trough Line or stationary storm; increasing to the Rear.
ii) In the northern hemisphere:

In the Dangerous Quadrant, steam with the wind on the starboard bow,
On the Path, steam with the wind on the starboard quarter,
In the Navigable Semicircle, steam with the wind on the starboard quarter,
To the rear of the storm, steam with the wind on the starboard bow.
In all cases make maximum practicable speed and alter course to maintain the relative wind direction.
Weather forecasts and the local weather parameters must be monitored closely and the situation
reassessed to ascertain the relative position to the storm’s path and action modified if necessary.
4. Vessels engaged on passages between Australia and the west coast of the USA often have to pass
through groups of islands where accurate navigation is essential.
Discuss the availability, accuracy and sources of error in EACH of the following:
a) Celestial Observations; (10)
b) Global Satellite Navigation System (GSNS); (15)
c) Radar. (15)
a) Availability is likely to be good apart from the area of the ITCZ where cloud cover will restrict the
opportunities.
Accuracy in the order of 1 NM can be achieved in good conditions.
Accuracy is likely to be good as abnormal refraction is unlikely to be significant.
Errors may arise from sextant inaccuracy if inadequately maintained,
observational error if the observer is inexperienced or lacks practice,
abnormal refraction may cause errors if temperatures are high in the tropics, or low in middle latitudes.
b)Availability should be high throughout the passage as latitudes are not extreme.
Accuracy is in the order of 33 metres.
Accuracy can be expected to be high as a high proportion of satellites should be available.
Sources of error. Accuracy will be degraded if the number of satellites above the horizon is low or if the
bearings of the satellites are not widespread.
Surveys may not be accurate, so accurate positions of vessel may be obtained, but not match those of
the land.
324
c) Available for navigation only when in range of land.
Accuracy, range 2.5% of the range scale, bearing ±2°.
Accuracy depends on calibration of the radar.
Land targets may be low and sloping, giving inaccurate ranges at a distance.
Coral islands may have changed shape since last surveyed.
5. On the approach to Port Angeles Pilot Station the vessel is approaching in the appropriate lane of
the Juan de Fuca traffic separation Scheme, steering 100(T) at a speed of 12 knots. Visibility is
estimated to be one nautical mile.
At 1220hrs the Officer of the Watch completes a 20 minute radar plot as indicated on Worksheet Q5.
Target A is known to be a beacon in the middle of the 2 mile wide traffic separation zone.
a) Prepare a full report and analysis for targets B, C and D. (21)
b) Determine the set and rate of any tidal stream affecting the vessel. (4)
c) Determine the reduction in speed required at 1224hrs to ensure target D passes the vessel with a
CPA of 2 miles. (4)
d) Assuming the reduction has an instantaneous effect, determine the new CPA for targets A, B and
C. (6)
e) With respect to target A, state, giving reasons, what action the vessel should take once target D
has passed its CPA. (10)
a) Report
B C D
Bearing 010½ 257 138
Tendency Drawing Forward Drawing Forward Steady
Range 2.9 4.4 6.2
CPA Range 0.1 1.8 0.0
Bearing 098 190½ 138
Time to 00:39 00:42 00:24
Time of 12:59 13:02 12:44
Course 119½ 100 010½
Speed 13.2 18.0 9.3
Aspect G 072 R 022½ R 052½
TCPA
B 2.9 ÷ 1.5 x 00:20 = 00:39
C 4.0 ÷ 1.9 x 00:20 = 00:42
D 6.2 ÷ 5.1 x 00:20 = 00:24
WO = 12.0 x 00:20 = 4.0 NM
Speed
B 4.4÷ 00:20 = 13.2
C 6.0÷ 00:20 =18.0
D 3.1÷ 00:20 =9.3
Analysis
A Port bow, beacon. Relative movement indicates current / tidal stream
B Port Beam, crossing, collision course, may be passing through separation Zone and joining TSS.
C Starboard quarter, overtaking, parallel course.
D Starboard bow, crossing, collision course, crossing TSS.
b) 325½
1.0 ÷ 00:20 = 3.0 kn
325
c) AP = 5.1 x 00:04 ÷ 00:20 = 1.0
WO1 = 1.7
Speed = 1.7 ÷ 00:20 = 5.1 kn
Reduce speed by 6.9 knots to 5.1 knots.
d)
A AP = 3.4 x 00:04 ÷ 00:20 = 0.7
B AP = 1.5 x 00:04 ÷ 00:20 = 0.3
C AP = 1.9 x 00:04 ÷ 00:20 = 0.4
A 155 x 1.4
B 041 x 2.2
C 190 x 1.8
e)
D
T = PC1 ÷ O1A x 00:20 = 4.6 ÷ 3.6 x 00:20 = 00:26
A
PP1 = O1A x 00:26 ÷ 00:20 = 1.2 x 00:26 ÷ 00:20 = 1.6
At 12:50 resume speed of 12.0 knots and alter course to 110.
To keep out of Separation Zone CPA of A must be at least 1.0 NM
A greater alteration to Starboard would increase the distance off the Separation zone.
Check positions of other vessels

B PP1 = O1A x 00:26 ÷ 00:20 = 2.8 x 00:26 ÷ 00:20 = 3.6
C PP1 = O1A x 00:26 ÷ 00:20 = 4.2 x 00:26 ÷ 00:20 = 5.5
D PP1 = O1A x 00:26 ÷ 00:20 = 3.6 x 00:26 ÷ 00:20 = 4.7
All vessels clearing after manoeuvre.
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327
Question 1
1a) This question was answered well by the almost all candidates and most obtained full marks. Where
candidates failed to obtain full marks this was down to carelessness, mainly in determining the d’long
incorrectly. E.g 54 30’ instead of 54 03’.
A small number of candidates tried to solve the problem from Botany Bay to the landfall position off the
Jan de Fuca Strait. Unfortunately this group made errors in using the cosine formula and none obtained
the correct answer.
1b) Again this part was answered well by the vast majority of candidates. Many used the cosine formula
to obtain the answer. Few used Napier’s rules and the rest used the ABC method.
1c) This section was poorly answered by the overwhelming majority of candidates. Many used several
pages to calculate the position of the vertex and only three were aware that the longitude of the vertex
is always 90 away in longitude from where the GC track crosses the equator. None were aware that
initial course was equal to the co latitude of the vertex.
Many attempted to solve the problem using Napier’s rules in the triangle but came unstuck due to the
fact that there was a 90 degree side as well as a 90 degree angle. None were aware of the additional
negative sign required when both opposites or adjacents were either sides or angles.
(This relates to using functions of the angles. See Navigation Notes for use of 90 – method FH)
Many candidates worked out the final angle at the Juan de Fuca Strait using the cosine rule and obtained
an angle of 118.5 degrees. Unfortunately they assumed that this was the final course and then stated
that the vertex lay somewhere between the equator and the landfall position. This then made it
impossible to obtain then correct answer in part d. Many simply gave up at this point.
Few seemed to relate the amount of marks allocated to this part to the amount of time or work required
to get the answer and as a result of the excessive amount of time spent were unable to complete the
paper.
1d) This was again poorly answered by the vast majority of candidates. Many did not even attempt this
section. Where candidates obtained a wrong answer in 1c but worked through the problem and obtained
the correct answer they were given full credit for the method and answer.
Qu 2
2a) Most candidates were able to identify five stars, however many chose Alphecca as one of the stars,
although if they had checked out the time of twilight it would have shown that the star was taken a long
time after civil twilight when the eastern horizon would be very dark.
Many gave vague reasons as to their choice of stars, the most popular reason being that the stars were
equally spread around the horizon however then contradicted themselves with the choice of stars.
Few commented on Vega and Fomalhaut giving good latitudes as they bore Approx N/S and were on
opposite sides of the sky, likewise for Arcturus and Altair giving good longitudes.
A number thought that during evening stars you should pick stars to the east as they will give a better
fix.
2b) This again very poorly answered by the vast majority of candidates. Approx 75% of candidates named
the intercept Away instead of Towards. Most managed to plot the three stars but most made errors in
determining the MPP, putting it inside the cocked hat instead of outside.
Many simply took the centroid of the cocked hat as the MPP and those that solved the problem by shifting
position lines by a common offset failed to apply the offset in the same sense. Candidates are reminded
that all offsets must be moved in the same direction i.e. all towards or all away from the stars bearing.
A number had written down that the MPP must lie outside the cocked hat as the bearing spread was less
than 180 degree then went on to plot the MPP inside. Many made errors in calculating the position of the
MPP with several using the formula dep = dlong x tan d’lat.
Many also ran the stars up the wrong way or worked out the runs incorrectly.
2c) Many commented on the accuracy of each method but only one mentioned the correlation between
the two positions which were within a mile of each other.
Many did not even attempt this part.
Qu 3
3a) This was on the whole well attempted by most candidates, however common errors were as follows;
Many said that the storm would be clearly visible on radar at ranges in excess of 90 nautical miles.
Many stated that the first sign would be a large swell emanating from the storm centre which would
invariably be an ENE‘ly swell. Many did not mention a change in the wind direction or strength, nor the
328
fall in barometric pressure that would be observed as the storm approaches.
3bi) This was not well answered by majority of candidates. Many went to great lengths to explain the
method of determining the position of the centre of the storm using Buys Ballot’s law but did not
determine which semicircle the vessel was in.
Many repeated the answer given in part a) of this question.
3bii) Most candidates made a reasonable attempt at this part, however many failed to say that they
would make best possible speed when clearing the storm.
A number took the opposite action to that recommended in the Mariners Handbook and this would have
resulted in the vessel being put in danger. These candidates were heavily penalised.
A considerable number gave the actions to be taken prior to the onset of heavy weather however did not
do anything to try and clear the storm.
Qu 4
Most candidates answered this question poorly. Few mentioned the availability of any of the three
methods and most had little or no idea of the errors that each are subject to.
Similarly claims for the accuracy varied wildly. Not many commented on the accuracy of celestial
observations and claims for GSNS ranged from 3m to 3miles.
Many who claimed a high level of accuracy for GSNS went on to state that it was not accurate enough for
navigating in the vicinity of islands. Celestial navigation was preferred for close in navigation.
Common errors were quoted as ice on the antenna, sky clouded over for the whole passage, horizon not
visible due to pack ice, no stars available in the northern hemisphere, islands under water therefore not
visible on radar.
Only a handful of candidates were able to comment of the accuracy of radar and fewer still were aware
of the errors affecting radar navigation.
Many scored single digit marks for this question.
Qu 5
5a) Most candidates did well in this section. The main error was stating that Tgt B was an overtaking
vessel when the aspect clearly showed that the vessel was actually a crossing vessel, which was probably
joining the traffic lane at a small angle.
5b) Most candidates obtained full marks for this part with only a few determining the direction of the
tidal stream
5c/d) The majority of candidates worked out the speed required to give a CPA of 2 nmls but stated that
the reduction in speed was the actual speed required. Many did not plot the required OA line from where
the targets would have been at 1224 and instead did this for 1220. This caused errors in part 5d as the
new CPA’s were not accurate.
5e) Few scored well in this section mainly due to the fact that they failed to take account of what Tgts B
and C were doing. Many simply altered course to starboard without checking that Tgts B and C were
clear. Few recognised that it was safe to increase speed again once D was clear as B and C had both past
their CPA’s and would remain clear.
General Comments.
Qu 1
Generally well answered in parts a and b but very poor in parts c and d.
Once again many candidates failed to sketch the problem and hence failed to identify that the vertex
was outside the GC track to the east.
The vast majority do not have sufficient basic knowledge of either the properties of a great circle or
Napier’s rules.
Qu 2
It was surprising to find so many candidates unable to determine the direction of the intercept or how to
determine the MPP correctly. In past exams this type of question has usually been well answered.
In part C many candidates were unwilling to place much reliance on GPS when navigating through islands
although claiming great accuracy for this system when in the open ocean. Those who obtained the
correct answer for the MPP did not compare it with the GPS position but said that they would not rely on
it as the cocked hat was too large to be of any use. They failed to appreciate that the question stated
that the cocked hat was due only to systematic errors and there were no random errors present.
329
Qu 3
Many candidates scored very poorly on this question due to not reading the question properly. Many gave
a stock answer or wrote everything they knew about TRS’s but did not answer in a logical manner.
Qu 4
This question was the one in which most candidates performed worst of all.
Many had little or no idea of the availability accuracy or errors involved and only a handful of candidates
got more than 10 marks for the question. This was undoubtedly the major reason that many failed to
achieve the 120 marks required for a pass.
Qu 5
On the whole this was very well answered by most students, with the majority gaining in excess of 30
marks out of 45.
The main reason candidates lost marks was failure to give adequate reasons for the actions in part e.
Considering 85 marks were available for Qu1 and Qu5 the pass mark is very disappointing. Candidates
who were well prepared scored highly in the paper but there were a considerable number of candidates
who scored less than 30%.
The pass mark would have been considerably higher if candidates had been able to score even half marks
in Qu’s 2 and 4.
330

A 12,500GT refrigerated cargo vessel has been chartered to carry fruit from Ecuador to the UK.
The vessel will carry general cargo on the southbound passage. The vessel is due to make a fully
loaded passage from Barry (European Tide Tables No 513) to Guyaquil (Ecuador), via the Panama
Canal, in the month of January. The vessel is expected to sail with a draught 5.2m and the service
speed is 19.5 knots.
1. The vessel is due to complete cargo operations on the morning of the 8th January.
In order to leave the dock the vessel must pass through a set of locks which have a sill with a charted
depth of 0.5m. The Master requires a minimum underkeel clearance of 1.5m to be maintained at all
times.
a) Calculate the height of tide required to clear the lock sill. (5)
b) Using Worksheet Q1, determine the latest time on the afternoon ebb of the 8 th January that the
vessel can pass though the locks. (25)
c) Describe TWO meteorological factors which can affect tidal heights, stating what effect they have
on the height of tide experienced compared to that predicted. (10)
a)
Waterline
Draft 5.2 HoT
Keel CD
Sea Bed
Draught 5.2
UKC 1.5 +
Depth 6.7
Charted Depth 0.5 -
HoT 6.2
b) Standard Port Bristol (Avonmouth) 523

Secondary Port Barry 513
Require Latest Time of HoT 6.2 Afternoon Ebb Jan 08
Time Zone UT
Times Heights
HW LW HW LW
Standard Port Predicted 13:24 19:48 11.0 3.2 Range 7.8
- Seasonal Changes 0.0 0.0
Standard Port Uncorrected 11.0 3.2
Differences - 00:20 -00:32 -1.5 0.2
Secondary Port Uncorrected 9.5 3.4
Seasonal Changes 0.0 0.0
Secondary Port Predicted 13:04 19:16 9.5 3.4
Interpolation
11:00 13:24 18:00
-00:15 -00:30
-00:15 + (13:24 – 11:00) ÷ (18:00 – 11:00) x (-00:30 - -00:15) = - 00:20
15:00 19:48 20:00

-01:25 -00:30
-01:25 + (19:48 – 15:00) ÷ (20:00 – 15:00) x (-00:30 - -01:25) = -00:32
331
13.2 11.0 10.0
-1.8 -1.3
-1.8 + (11.0 – 13.2) ÷ (10.0 – 13.2) x (-1.3 - -1.8) = -1.5
3.5 3.2 0.9

0.2 0.0
0.2 + (3.2 – 3.5) ÷ (0.9 – 3.5) x (0.0 – 0.2) = 0.2
Mean Ranges
Spring 12.3
Predicted 7.8
Neap 6.5
Factor from Neaps = (7.8 – 6.5) ÷ (12.3 – 6.5) = 0.22
Plot
Interval = +03:21
HW Predicted 13:04
Interval 03:21
Time Required 16:25
c) Atmospheric Pressure. Low pressure increases Height of Tide, High Pressure reduces Height of Tide, by
approximately 0.01 m per hPa variation from normal.
Wind. Wind into an area increases Height of Tide, wind out of an area decreases Height of Tide,
particularly in estuaries or other confined areas.
332
2. The Master has been asked to consider two routes between the following positions:
Departure Position 49° 47.0’ N 006° 50.0’ W
Arrival Position 18° 20.0’ N 067° 50.0’ W
The routes being considered are:
a direct great circle track
or
a direct rhumb line track
a) calculate the distance on passage for EACH route. (18)
b) Assuming the direct great circle route experiences an adverse current of 1 knot for a distance of
1500 miles, calculate the difference in the ETA’s for each route. (10)
c) Plot the direct great circle track on Worksheet Q2(c)(1) and on Worksheet Q2(c)(2) (17)
a)
A 49 47.0 N 3436.41 006 50.0 W
B 18 20.0 N 1111.91 067 50.0 W
d 31 27.0 S 2324.50 061 00.0 W
1887.0 3660
Cos AB = cos P x sin PA x sin PB + cos PA x cos PB

P = 061 00
PA = 90 – 49 47 = 40 13
PB = 90 – 18 20 = 71 40
AB = cos-1 (cos 061 00 x sin 40 13 x sin 71 40 + cos 40 13 x cos 71 40) = 57 29 52.05 x 60
Distance = 3449.867563 NM

Dis = DLat ÷ tan Co = 1887.0 ÷ tan 57 34 47.97 = 3519.723691 NM
(Dis = √(DLon2 + DMP2) x DLat ÷ DMP = √(36602 + 2324.502) x 1887.0 ÷ 2324.50 = 3519.723691 NM)
Great Circle Distance = 3449.9 NM

Rhumb Line Distance = 3519.7 NM
b)
Great Circle
Reduced speed = 19.5 – 1.0 = 18.5 kn
PT = 1500 ÷ 18.5 = 81:04:52
Full speed distance = 3449.9 – 1500 = 1949.9 NM

PT = 1949.9 ÷ 19.5 = 99:59:42
PT = 81:04:52 + 99:59:42 = 181:04:34 = 181:05
Rhumb Line
PT = 3519.7 ÷ 19.5 = 180:29:51 = 180:30
Difference in ETA’s = 181:05 – 180:30 = 00:35

Great Circle ETA is later.
333
334
3. With reference to Admiralty Routeing Charts:
a) outline the information that can be obtained from a wind rose; (10)
b) state the other information that can be found on a routeing chart; (14)
c) describe how the information found on a routeing chart can be used when appraising a passage.
(16)
a) The arrows fly in the direction of the wind.

Frequency of winds from different directions.
Percentage of winds of different Beaufort forces for each direction.
The number of observations that have been used in the compilation of each wind rose.
The percentage of variable wind observations in the area, a 5° x 5° block.
The percentage of calm observations for the area
b) Chart Number, Title, UKHO references.

Title, Edition Number, Edition Date, relevant month, scale, projection.
Explanation of Wind Roses, Ocean Currents, Ice Limits, Load Lines, Weather Ships, Shipping Routes.
Dew point temperature
Mean sea temperature
Mean air pressure
Mean air temperature
Fog, percentage frequency of visibility less than 1000m
Low visibility, percentage frequency of visibility less than 8050m
Wind roses as above.
Current directions, rates and constancy.
Ice Limits,
Load Line limits and related information.
Shipping routes with indication of direction and distances between ports.
The identity and approximate borders of countries.
The positions of selected ports.
c) The proposed route, shortest legal distance with adequate margins of safety is plotted on the relevant
Routeing Chart s.
The route is inspected for adverse conditions on the route.

Adverse winds with associated wind waves will reduce speed.
Adverse currents will reduce speed.
Hazards such as fog, reduced visibility, pack ice, icebergs and or a high probability of TRSs may exist.
The area adjacent to the route is inspected for favourable conditions.

Favourable ocean currents will increase speed.
Favourable wind may increase the speed of certain vessels.
The adverse and favourable factors are quantified in order to assess whether a deviation from the
original route is justified to reduce the adverse effects, or take advantage of favourable effects.
The route is modified to achieve an optimum route avoiding adverse factors and / or taking advantage of
favourable factors.
335
4. Vessels on passage between Central America and NW Europe may encounter tropical revolving
storms. (TRS)
a) Describe the warning signs of an approaching tropical revolving storm. (12)
b) Sketch a plan view of a TRS, in the northern hemisphere, indicating ALL the relevant features. (8)
c) Explain how shipboard observations can be used to determine the vessel’s position relative to the
centre of a tropical revolving storm. (10)
d) If the Master suspects that his vessel is within 200 miles of the centre of a TRS, state the
recommended actions open to the master to avoid the worst effects of the storm (12)
a) Swell, generated by strong winds in the vicinity of the Eye, radiates outward from the storm centre.
Therefore a swell, probably long and high, and not related to the current wind, is an indicator of the
presence of a TRS.
Atmospheric pressure. The normal pattern of pressure in the tropics is diurnal variation, a small cyclic
change around the normal pressure. The damping of the diurnal variation may be the first indication of
the presence of a TRS. Subsequent decreases in pressure indicate increasing probability of the presence
of a TRS, a fall of more than 3 hPa indicates that a TRS is probably in the vicinity, and a fall of more than
5 hPa must be taken as confirmation of a TRS’s presence.
Wind speed increasing above the seasonal normal level indicates the presence of lower pressure
associated with a TRS.
Wind direction differing from the normal direction for the area and season similarly indicates a
disturbance in the pressure pattern.
Cloud cover increasing and cloud types changing to Cirrus bands and then Cumulonimbus are further
indicators of the strong convection associated with TRSs.
b)
Vertex
Advance
Trough Line
Rear
Right
Dangerous
Quadrant
Left Path
Vortex
Track

Northern Hemisphere
c) The direction of the storm can be determined using Buy’s Ballot’s Law.
Face the wind.
The storm centre is then to the right of the observer in the Northern Hemisphere (left in the southern
hemisphere) by an angle of 90° plus the Angle of Indraft from the wind direction.
The Angle of Indraft varies from four points at the outer edge of the storm field to zero at the Eye Wall.
336
The distance from the Eye can be determined approximately by the pressure drop and wind speed.
This will be approximately 200 NM if the pressure has decreased by 5 hPa and the wind is approximately
Force 6, and 100 NM if the pressure has decreased by 10 hPa and wind is Force 8.
The vessel should be stopped in order to determine the change of pressure and wind direction
accurately.
Additionally, whether the vessel is in advance or rear of the trough line can be determined by the change
of pressure.
Falling pressure indicates that the vessel is in advance of the trough line, and rising pressure that the
vessel is to the rear.
Also, the change of wind direction can be used to determine the relationship of the vessel to the Path of
the storm.
If the wind is veering, the vessel is to the right of the path; if steady, on the path; if backing, to the left.
d) In the northern hemisphere the Advance Right quadrant is the Dangerous Quadrant, the left semicircle
is the Navigable Semicircle.
In the Dangerous Quadrant, the vessel should steam with the wind on the starboard bow;
On the Path, and in the Navigable Semicircle, the vessel should steam with the wind on the starboard
quarter.
In all cases the vessel should make maximum practicable speed, and alter course to maintain the relative
wind direction.
In the Dangerous Quadrant, close to the Path and at some distance from the Eye, it may be practicable
to cross the Path into the Navigable Semicircle by steaming with the wind on the starboard quarter.
If to the rear of the Trough Line the vessel should heave to, or steam away from the storm, with the
wind on the starboard bow in the northern hemisphere, and port bow in the southern hemisphere.
In the southern hemisphere the Advance Left quadrant is the Dangerous Quadrant and the Right
semicircle the Navigable Semicircle. The relative wind directions are port bow and quarter respectively.
5. The coastline in the vicinity of Guyaquil is mainly low lying and appears indistinct when
approaching from the North. There is a prominent lighthouse situated one mile offshore and the
Master intends to use this as a target for parallel indexing. The cross index range will be taken as 3
miles to port when the vessel is steering 180°(T)
When the light bears 061°(T), the Master intends to alter course to 120°(T) to make the final three
mile approach to the fairway buoy.
a) On worksheet Q5, indicate the parallel index lines that would be required for the track, using the
lighthouse as a target, as they would appear on the radar display, assuming it is on the 6 mile range.
(10)
b) On Worksheet Q5 indicate on the parallel index line the position of the lighthouse when the vessel
passes the fairway buoy and determine the range and bearing of the light at that time. (10)
Note: On worksheet Q5 candidates should only indicate the parallel index lines. No attempt should
be made to indicate a coastline.
c) Describe the precautions that should be observed when using parallel index techniques. (13)
337
a)
b) 3.2 NM x 007°(T)
c) The objects selected should be a good radar targets,

prominent and easily identified,
not likely to be obscured by shore objects or ship’s structure during the period of use,
at suitable ranges,
spaced so that PIs will overlap, providing continuous monitoring,
The Radar should be appropriately adjusted to provide a clear picture,

checked for errors of range and orientation, and these corrected or allowed for,
set to an appropriate scale for the area concerned,
Cross Index Range lines and Margin of Safety lines should be plotted.
PIs should overlap, providing continuous monitoring.
338
Q1.
This question was answered well by the majority of candidates, most obtaining 25+ marks.
1a) A number of candidates were unable to determine the required HoT either by mathematical mistakes
or by sketching the problem incorrectly.
1b) Many candidates lost marks in the section from a variety of causes.
These included the following:
Taking the wrong day from the tide tables.
Taking the right day but selecting the wrong tide.
Treating the question as a standard port question only.
Failing to interpolate for either the time of HW and LW or the height correction for HW and LW.
Failure to show any evidence of interpolation for the neap and spring curves.
Plotting the wrong heights on the tidal curve.
Using the wrong half of the tidal curve.
Plotting errors in determining the interval from HW.
Using the LW time instead of the HW time.
Using the duration of the tide to interpolate between neaps and springs.
Many candidates used the range at the secondary port to interpolate between springs and neaps at the
standard port.
A number of candidates showed little or no knowledge of how to do a tidal calculation obtaining single
digit marks.
Many were also very poor at carrying out interpolation.
1c) Most candidates scored well in this section although a number were obviously unaware of the
explanation contained in the tide tables which would have given them the answer.
Q2.
2a) The majority of candidates managed to get the great circle distance, however many used plane
sailing to calculate the rhumb line distance or did not use the correct Mercator sailing formula. A
considerable number made mistakes in calculating the DLat, DLon and DMP.
Many also made mistakes in calculating the course and hence the distance on the Mercator problem.
2b) Many candidates had little idea of how to tackle this problem.
Many added 1500 miles to the GC and RL distance and then worked out the ETA.
Many also added one knot to the ships speed before working out the ETA whereas the speed should have
been reduced by one knot.
Candidates are still having major problems working out simple ETA problems.
2c) A large number of students did not perform well in this section.
Many drew the GC track on the Mercator chart as a straight line or as a simple freehand curve instead of
transferring the way points from the Gnomonic chart.
Some drew the GC track on the Gnomonic chart as a curve instead of a straight line.
A large number of candidates wasted time by calculating the position of the vertex, which was not
required.
Many also plotted the start and end positions incorrectly. (One started from the Strait of Gibraltar.)
Many students did not attempt this section at all.
Q3
3a) Many candidates are under the impression that wind roses give information on predominant currents
and few gave a good explanation of the information that can be obtained from such a diagram.
Of those who attempted a sketch many got this wrong, especially with regard to the direction and
construction of the wind arrows.
3b) Most candidates obtained full marks for this section.
3c) Many candidates simply repeated the information given in 3b but few were able to give an
explanation of how the information should be used when appraising a passage.
Many mistook the routeing chart for a passage planning chart such as BA5500.
This was odd as in many cases they had correctly described the information described in 3b.
The answer to this section should have been evident from the answers given in b.
339
Q4
4a) This was poorly attempted by most candidates who gave only a list of one or two signs.
Many stated that the rain would be visible on the radar at a range of 120+ NM.
4b) Most candidates scored well in this section although a number thought that the general direction of a
Northern hemisphere TRS, prior to recurvature, was SW’ly.
4c) Many candidates stated how to find the bearing of the storm centre using Buys Ballots law, but did
not explain how to determine which semicircle the vessel was in using ship board observations, or
whether the vessel was ahead of the storm.
4d) Most candidates did well in this section, however a number recommended actions which would have
taken the ship toward the eye of the storm.
Such candidates were heavily penalised.
Some gave a Heavy Weather checklist as an answer!
Also a few were of the opinion that the vessel should head toward the storm centre, reduce speed and go
through the storm!!!!
There were still a number of candidates who were of the opinion that to determine the true wind
direction the vessel needs to be hove to and put head to wind!!!!!!
Q5
5a) The majority of candidates had little or no knowledge of how to attempt this problem.
Common faults were as follows:
Using the wrong scale.
Plotting the PI line on the wrong side of the ship.
Did not plot the A/C bearing correctly.
Plotted the A/C bearing as a reciprocal bearing.
Drew the first PI line in the wrong direction.
Altered course before the light bore 061 T
Altered course to 300 T
Did not understand the term Cross Index Range.
5b) Few managed to mark this point directly on the worksheet, however many wrote down the correct
answer with no evidence of how this was obtained.
Many gave the correct range and bearing but could not possibly have obtained this from their plot.
A number of candidates marked the correct position on the plot but this lay nowhere near any of the PI
lines that had been drawn.
Some had not attempted the plot but did give an answer for part b.
5c) Most candidates made a reasonable attempt at this section.
Many candidates scored single digit marks for the whole question.
General comments.
Q1 was generally well answered but many candidates made simple mistakes in determining the
corrections to apply to the time and height of High and Low waters and in plotting the information on the
tidal curve.
Candidates are strongly advised to study the guidance given in the extracts from Tide Tables and the
Nautical Almanac.
Q2 Whilst most candidates scored well in part a) of this question many were let down by their inability to
transfer the GC track from the Gnomonic chartlet to the Mercator chartlet.
Many scored no marks in section c) and in quite a few cases this was undoubtedly a contributory factor
for many not passing the exam.
As in previous papers ETA problems still give candidates considerable problems.
Q3 Whilst most candidates were able to state the information to be found on a routeing chart many were
unable to describe how this information should be used in appraising a passage.
Q4 On the whole this was well answered by the vast majority of candidates.
The main problem in section d) was candidates getting mixed with where to put the wind depending on
which semicircle the vessel was in.
Q5 Sections a) and b) were beyond many candidates and few scored for either section.
340
Many scored no marks at all.
Again poor performance in this question was a contributory factor in many not passing the exam.
In section c) many were under the impression that if the radar is ground and gyro stabilised then the
target will continue to move down a PI line and track across the screen.
Considering 85 marks were available for Q1 and Q2 the pass mark is very disappointing.
Candidates who were well prepared scored highly in the paper but there were a considerable number of
candidates who scored less than 30%.
341
A 38,000 GT container vessel is to make a fully laden passage from Gothenburg (Sweden) to Montreal
(Quebec, Canada) in September. The vessel has an all seasons load line and has a service speed of
19.5 knots.
1. The vessel’s owners have indicated that the vessel is to pass to the North of Scotland and transit
the Belle Isle Strait prior to entering the St Lawrence river.
The departure and landfall positions for the trans oceanic leg of the passage are as follows;
Departure Position 58 43.0 N 005 00.0 W
Landfall Position 51 44.0 N 056 00.0 W
With reference to the departure and landfall positions, calculate each of the following:
a) the great circle distance; (10)
b) the initial course of the great circle track (10)
c) the position of the vertex. (15)
d) the ETA at the landfall position if the vessel departs from Cape Wrath at 2130hrs (Daylight Saving
Time) on the 21st of September.
Note: Assume the vessel will be on Quebec Standard Time when entering the Belle Isle Strait.
a) Cos AB = cos A x sin PA x sin PB + cos PA x cos PB

A = DLon AB = Lon B – Lon A = 056 00 – 005 00 = 051 00 W
PA = 90 – 58 43 = 31 17
PB = 90 – 51 44 = 38 16
Dis = 29 08 49.39 x 60 = 1748.8 NM
b) A = tan Lat ÷ tan LHA = tan Lat A ÷ tan DLon = tan 58 43 ÷ tan 051 00 = 1.33273393 S
B = tan Dec ÷ sin LHA = tan Lat B ÷ sin DLon = tan 51 44 ÷ sin 51 00 = 1.631270502 N
C = A ± B = 1.33273393 S - 1.631270502 N = -0.2985365727 = 0.2985365727 N
Tan Az = 1 ÷ (C x cos Lat)
ICo = tan-1 (1 ÷ (C x cos Lat A)) = 81 11 17.08 = N 81 W = 279
P
c) sin mid = cos opp x cos opp
sin PV = cos(90 – A) x cos (90 – PA)
PV = sin-1 (cos(90 – 81 11 17.08) x cos (90 – 31 17))
PV = 30 52 23.88
Lat V = 90 – PV = 90 – 30 52 23.88 = 59 07 36.12
Lat V = 59 07.6 N
sin mid = tan adj x tan adj V A

sin (90 – PA) = tan (90 – P) x tan (90 – A) V
tan (90 – P) = sin (90 – PA) ÷ tan (90 – A)
P = 90 – tan-1 (sin (90 – PA) ÷ tan (90 – A))
P = 90 - tan-1 (sin (90 – 31 17) ÷ tan (90 – 81 11 17.08)) PV AV
P = 10 16 52.78
DLon AV = 10 16.9 W
90 - P 90 - A
Lon V = Lon A ± DLon AV = 005 00 + 10 16.9 90 - PA
Lon V = 015 16.9 W
Lat V = 59 07.6 N
Lon V = 015 16.9 W
342
d) PT = Dis ÷ Sp = 1748.8 ÷ 19.5 = 89 40 55.38 = 03 17:41
DST 21 21:30
DSTD 01:00 –
UT 21 20:30
PT 03 17:41
UT 24 38:11
UT 25 14:11
TD 04 -
QST 25 10:11
ETA Sep 25 10:11 QST

Quebec Standard Time is stated, Daylight Saving Time has not been applied.
2. Vessels approaching Newfoundland and the Grand Banks from seaward are likely to encounter
several navigational hazards.
a) With reference to Datasheets Q2(a)(1) and Q2(a)(2), outline six hazards which a vessel may
encounter during passage at any time in the year.(18)
b) Vessels encountering certain types of navigational hazards are required by law to pass on
information to other vessels and coast radio stations in the vicinity.
i) Detail the circumstances to which these regulations apply (10)
ii) Describe the information that is required to be transmitted for each type of hazard. (16)
a) Currents, pack ice, icebergs, fog and reduced visibility, gales, fishing vessels, platforms.
2.17 Currents off the coasts of Labrador and Newfoundland are complex;
Set and drift may be unpredictable.
2.36 Currents between the Grand Banks and Newfoundland may be affected by gales .
2.27 Icebergs may be encountered in any month N of 52 N.
2.27.2 Strait of Belle Isle is generally not navigable from late December until June, due to pack ice.
2.27.4 Icebergs may be encountered between March and July.
2.36 Fog is exceedingly prevalent off the S coast of Newfoundland.
It may also be encountered in the approaches to Belle Isle Strait.
Many depressions pass close to the area so that gales are frequent and severe.
Many fishing vessels are found throughout the year on the Grand Banks.
There are vessels and platforms used to exploit oil, gas and mineral deposits.
b)
i) The master of every ship which meets with
dangerous ice,
a dangerous derelict,
or any other direct danger to navigation,
or a tropical storm,
or encounters sub-freezing air temperatures associated with gale force winds causing severe ice
accretion on superstructures,
or winds of Beaufort force 10 and for which no storm warning has been received,
is bound to communicate the information by all means at his disposal to ships in the vicinity and also to
the competent authorities.
ii)
Ice, derelicts and other direct dangers to navigation.
The kind of ice, derelict or danger observed.
The position of the ice, derelict or danger when last observed.
The time and date (UCT) when the danger was last observed.
Tropical cyclones, hourly, if practicable, but not more than three hourly, while under the influence of
the storm.
A statement that a tropical cyclone has been encountered.
Date and time UT.
Position of the vessel.
Barometric pressure corrected to sea level.
343
Barometric tendency.
True wind direction.
Wind force Beaufort.
Sea state.
Swell height, true direction, period and length.
Vessel’s true course and speed.
Storm force winds.

A statement that storm force wind has been encountered.
Date and time UT.
Position of the vessel.
Barometric pressure corrected to sea level.
Barometric tendency.
Wind force Beaufort.
Vessel’s course and speed.
Ice accretion.
Time and date UTC.
Air temperature.
Sea temperature if practicable.
Wind force and direction.
3.
a) The following observation was obtained during morning twilight on the 22nd September.
DR Position 59 01.6 N 009 40.6 W
Chronometer read 04:30:18
Chronometer Error 00:03:26 Slow on UT
Compass Bearing of Polaris 354 C
Variation 6E
Calculate the deviation of the compass for the direction of the ship’s head. (20)
b) A short time later, whilst in DR position 59 04.0 N 010 26 W, the sun was observed to rise bearing
080 C, Assuming that the variation and the vessel’s course remained constant throughout the period
determine the compass deviation for the second observation. (15)
c) Outline two factors which should be taken into account when deciding which of the two values for
deviation is likely to be more accurate. (10)
a)
CT 22 04:30:18
CE 00:03:26 S
UT 22 04:33:44
GHA A 22 04 060 54.4

I A 33:44 008 27.4
Lon 009 40.6 W
LHA A 059 41.2
Az TB 359.3
CB 354.0
CE 005.3 E
V 006.0 E
D 000.7 W
Deviation ½ W
344
SR
60 20 05:39 23 05:46
58 20 05:40 23 05:46
T1 00:01- 00:00 2, 01 04, -00:01, 00:00
SR 20 05:39 23 05:46
TD 00:05 00:07 x 2 ÷ 3
SR 22 05:44 UTG
LIT 00:42 10 26.0 ÷ 15
SR 22 06:26 UT
Dec S 22 06 N 00 20.9
d 1.0 – 00:26 00 00.4 -
Dec N 00 20.5
sin Amp = sin Dec ÷ cos Lat

Amp = sin-1 (sin 00 20.5 ÷ cos 59 04.0)
Amp = 00 39 52.85 = E 0.7 N
TB 089.3
CB 080
CE 009.3 E
V 006 E
D 003.3 E
Deviation 3½ E
c) Altitude of the body.

Polaris is at approximately 59 degrees, and therefore care is needed to take an accurate bearing by
keeping the compass bowl horizontal.
The sun is just above the horizon, and therefore it is easy to observe a bearing accurately.
Lateral movement of the body.

Polaris has very little lateral movement to affect the accuracy of the observation.
In high latitude the sun is moving obliquely to the horizon, and care is needed to judge the altitude of
Amplitude accurately.
Abnormal refraction may affect the perceived altitude and therefore the judgement of the moment of
Amplitude.
The observation of Polaris is likely to give a more accurate value of the Deviation.
4. At 0600hrs UT on the 25th September the vessel receives a request from MRCC Halifax to take part
in a search and rescue operation for a 38ft lobster boat. The crew have reported that the lobster
boat collided with a submerged object and sank within minutes. They have abandoned the vessel and
were last reported to be adrift in a 12 man liferaft.
a) Outline six factors to be considered when choosing a vessel to act as On Scene Coordinator (OSC)
during search and rescue operations. (12)
b) i) State the publications that should be consulted during a search and rescue operation. (5)
ii) Outline the information that is available to determine a search datum position, from the
publications stated in Q4(b)(i).(6)
c) Explain, with the aid of a sketch, the method used to determine a datum search position,
assuming the distress position is known. (12)
a) Communications facilities of the vessel, GMDSS and Inmarsat.

Experience of the Master and crew.
ETA at the datum position. First vessel to arrive is OSC until relieved.
Language capability.
Sea keeping qualities of the vessel with regard to the situation.
Number of crew.
Constraints of fuel and legal factors such as Charter Party.
345
(Equipment of the vessel, radar, lifeboats, fast rescue craft.
Freeboard of the vessel.
Facilities for accommodation and medical care of personnel recovered.)
b) i) IAMSAR Manual Volume III

Routeing Charts.
Current and Tidal Stream atlases.
Sailing Directions.
Weather analysis and forecast charts.
Company Emergency Plan for assisting a vessel in distress.
Annual Summary of Notices to Mariners.
ii) IAMSAR V III describes the procedure to be used to determine the search datum position from a
knowledge of the distress position, expected movement related to the nature of the object, due to
current, tidal stream and wind.
Drift rates are given for different objects, ship, liferaft, person in water, in various wind conditions.
Routeing Charts give climatological information relating to wind and currents.
Current and Tidal Stream Atlases give information relating to currents and tidal streams.
Weather analysis and forecast charts may be used to determine current and forecast weather conditions,
particularly wind and sea state.
ALRS, none.
Company Emergency Plan may contain information similar to IAMSAR VIII.
ASNM none.
c) The Distress Position is established.

The time from the distress to the ETA at the Datum is calculated.
The effect of wind is estimated from the nature of the object, the expected wind conditions and the
expected time interval.
The effect of current / tide is estimated from the expected current and tidal stream as relevant and the
expected time interval.
These effects are used as vectors to estimate the most likely position of the search object at the time of
ETA.
Current Tide Rate. Knots

Leeway. Knots
Drift. Knots.
Distress Position
Search Datum
Drift distance
346
5. a) For a vessel operating in pack ice in the approaches to the Belle Isle Strait, outline five factors
that should be taken into account when maintaining a navigational plot of the ship’s position. (15)
b) Outline six factors that the Master must take into account when manoeuvring the vessel in ice.
(18)
a) Fast ice on land will give a false coastline on radar, and the edge of the fast ice must be distinguished
from the land when taking radar bearings and distances.
The presence of ice may make the identification of shore marks uncertain when taking visual bearings.
Ice on shore lights will reduce the detection range, may alter the bearings of light sectors, and may alter
the colour of lights.
Floating marks are unlikely to be present, and are likely to be out of position if present.
Loran may be subject to errors due to the different propagation of radio signals over ice compared to
land and water, for which the system will be calibrated.
The gyrocompass may be subject to transient errors due to alterations of speed from that set.
The log may be inaccurate due to temperature variations within the water body.
The ice field may be drifting due to the effect of wind and current.
Celestial observations may be inaccurate due to abnormal refraction.
b) The experience of the Master and staff.

The ice class of the vessel in relation to the type of ice encountered.
The thickness of the ice. Approximately 90% of the ice is below the water.
Forecast weather conditions, which may lead to ice closing in on the vessel and causing damage.
The high probability of reduced visibility due to fog caused by the presence of ice.
The availability of ice breakers.
Draught and depth of water over propeller tips and rudder.

The increased thickness of the ice due to deformation which will lead to increased thickness, particularly
when rafted or below hummocks and ridges.
The hardness of the ice, which will depend on its age and source.
The probable accuracy of the available information about ice conditions.
The availability and characteristics of searchlights for night navigation.
The need to maintain adequate speed to avoid becoming beset while not causing damage to the vessel.
347
A product carrier with a load displacement of 88,000 tonnes is to make a ballast passage between
Colombo (Sri Lanka), and Aden (Yemen), in June. In Aden the vessel will load a full cargo of
petroleum, kerosene and naphtha for Antwerp (Belgium). The vessel’s owners have indicated they
require a service speed of 14.0 knots for both passages.
1. With reference to Datasheet Q1:

a) Outline THREE reasons why there are multiple routes recommended for the passage from Colombo
to Aden; (9)
b) The Master decides to follow the appropriate route for large vessels, calculate the distance on
passage to Aden, using the following departure and landfall positions:
Departure Position 06 55.0 N 079 47.0 E
Landfall Position 12 45.0 N 044 55.0 E (20)
c) If the vessel departs Colombo at 1800hrs (ST) on the 5th June, determine the ETA at the landfall
position; (6)
d) Indicate on Worksheet Q1(d), the weather likely to be encountered on passage from Colombo to
Aden. (19)
a) This an area of monsoon winds which blow in different direction in summer and winter.
In summer winds are predominantly SW and strong, particularly in the area SE of Suqatra.
Wave heights are therefore high, and there is a cross swell in the area SE of Suqatra.
Currents are strong NE wards near the African coast.
In winter winds are predominantly NE and less strong.

Wave heights are lower, the cross swell is absent, and currents are less strong and predominantly
westwards.
Therefore different routes are recommended for differently powered vessels in different times of year to
avoid the adverse weather during the SW Monsoon in particular.
b) Route 6.79.1. Charlet shows Rhumb Line tracks.
DP 06 55.0 N 079 47.0 E

G 07 30 N 072 45 E
O 10 00 N 060 00 E
Q 13 00 N 055 00 E
LF 12 45.0 N 044 55.0 E
Mercator Sailing
DP 06 55.0 N 413.19 079 47.0 E

G 07 30 N 448.24 072 45 E
D 00 35 N 35.05 007 02 W
35 422
tan Co = DLon ÷ DMP

Co = tan-1 (422 ÷ 35.05) = 85 15 07.52
(Dis = √(DMP2 + DLon2) x DLat ÷ DMP = √(35.052 + 4222) x 35 ÷ 35.05 = 422.849)
G 07 30 N 448.24 072 45 E
O 10 00 N 599.01 060 00 E
D 02 30 150.77 12 45 W
150 765
348
Dis = DLat ÷ cos Co = 150 ÷ cos 78 51 02.71 = 775.733… NM
(Dis = √(DMP2 + DLon2) x DLat ÷ DMP = √(150.772 + 7652) x 150 ÷ 150.77 = 775.7336137 NM)
O 10 00 N 599.01 060 00 E
Q 13 00 N 781.52 055 00 E
D 03 00 182.51 005 00
180 300
Q 13 00 N 781.52 055 00 E
LF 12 45.0 N 766.23 044 55.0 E
D 00 15 15.29 010 05
15 605
Dis = 422.849 + 775.7336137 + 346.3257736 + 593.7146951 = 2138.623082

Distance = 2138.6 NM
c) Rhumb Lines
ST 05 18:00
TD 06:00 -
UT 05 12:00
PT 06 08:45 RL 2138.6 @ 14.0
UT 11 20:45
TD 03:00
ST 11 23:45
ETA 0000-06-11 20:45 UT
0000-06-11 23:45 ST Aden
d) Wind. W f5 on east side, SW f6-7 on west side

Seas and swell heavy on west side.
Little cloud near African coast.
Low rainfall off Sri Lanka and toward west side of Arabian Sea.
Visibility good except in rain, haze off Arabian Coast.
Current generally eastwards, strong NEwards near African coast.
349
350
2. On approach to Aden pilot station the vessel encounters thick haze reducing visibility to less than
5 cables. The wind is SW’ly force 6.
The OOW is plotting FOUR targets on radar, on the 6 mile range, and the situation at 0200hrs is
shown on Worksheet Q2. From information received from the Pilot station it is known that target B is
a vessel at anchor. The vessel’s course is 298°(T) and speed 10knots. The plots were commenced at
0148hrs.
a) For targets A, C and D, determine EACH of the following:
i) the vessel’s course; (3)
ii) the vessel’s speed; (3)
iii) the vessel’s aspect. (3)
b) determine the set and rate of the current. (3)
c) Summarise the situation at 0200hrs. (4)
d) i) On Worksheet Q2 determine, the single alteration of course required at 0200hrs to ensure that
ALL targets will pass with a CPA of at least 1 mile. (12)
ii) Determine the revised CPA of ALL targets. (12)
Note: Assume alteration of course has immediate effect.
02:00 – 01:48 = 00:12 x 10 kn = 2.0 NM
a)
i) ii) iii)
A 262 1.9 ÷ 00:12 = 9.5 kn Red 080½
C 321½ 1.9 ÷ 00:12 = 9.5 kn Green 087
D 306 2.9 ÷ 00:12 = 14.5 kn Red 004
b) Set 051 Rate 0.4 ÷ 00:12 = 2.0 kn
c) A. Broad on starboard bow, crossing close ahead.

B. Starboard bow, stationary, clearing to starboard.
C. Broad on port bow, crossing, collision course.
D. Fine on port quarter, overtaking, clearing to starboard.
d) i) Target B is the critical target.

Minimum 29 to starboard to 327, assuming that current continues unchanged.
A prudent Master would make a broad alteration of course so as to be readily apparent to other vessels
observing by radar.
ii) A 291 x 1.2 in 00:18 at 02:18

B 247 x 1.0 in 00:21 at 02:21
C 228½ x 3.6 in 00:00 at 02:00 range increasing
D 179½ x 1.1 in 00:17 at 02:17
351
352
3. At 1800 hrs UT on the 23rd June the vessel has an engine room fire which results in one of the GP
ratings suffering severe burns. The Master contacts a French warship in the area and it is agreed to
transfer the casualty to the warship to receive medical treatment.
It is agreed to rendezvous at sunrise the following morning to effect the transfer. The tanker will
maintain its current course of 285°(T) and increase speed to 16.0 knots.
Position of tanker at 1800hrs UT 37 25.0 N 006 51.0 E
Position of Warship at 1800hrs UT 40 09.0 N 004 32.0 E
b) the rendezvous position; (15)
a) Require Sunrise on June 24.
SR 40 N 22 04:31 25 04:32
35 N 22 04:46 25 04:47
Therefore as difference is 1 minute:
40 N 24 04:32 UTG
35 N 24 04:47 UTG
T1 5, 02 25, 00:15 00:07 -
37 25 N 24 04:40 UTG
LIT 006 51 ÷ 15 00:27 -
SR 24 04:13 UT
PT = 24 04:13 – 23 18:00 = 10:13

Dis = 10:13 x 16.0 = 163.46666667 NM
DLat = Dis x cos Co = 163.46… x cos 285 = 42.30828657 = 00 42 19 N

Dep = DLat x tan Co = 42.308… x tan 285 = -157.8966751 W
(Dep = Dis x sin Co = 163.46… x sin 285 = 157.8966751 W)
MLat = Lat A ± DLat ÷ 2 = 37 25 + 00 42 19 N ÷ 2 = 37 46 09 N
DLon = Dep ÷ cos MLat = 157.89 ÷ cos 37 46 09 = 199 74… W ÷ 60 = 003 19 45 W
Lat DR = Lat ± DLat = 37 25.0 + 00 42 19 = 38 07 19 = 38 07.3 N
Lon DR = Lon ± DLon = 006 51.0 E – 003 19 45 W = 003 31 15 E = 003 31.3 E
SR 40 N 22 04:31 25 04:32
35 N 22 04:46 25 04:47
Therefore, as difference is 1 minute:
40 N 24 04:32 UTG
35 N 24 04:47 UTG
T1 5, 03 07, 00:15 00:09 -
38 07 N 24 04:38 UTG
LIT 003 31 ÷ 15 00:14 -
SR 24 04:24 UT
PT = 24 04:24 – 23 18:00 = 10:24

Dis = 10:24 x 16.0 = 166.4 NM
DLat = Dis x cos Co = 166.4 x cos 285 = 43.06748911 N

Dep = DLat x tan Co = 43.067… x tan 285 = -160.7300575 W
(Dep = Dis x Sin Co = 166.4 x sin 285 = 160.7300575 W)
MLat = Lat A ± DLat ÷ 2 = 37 25 + 00 43.06… N ÷ 2 = 37 46 32.02 N
DLon = Dep ÷ cos MLat = 160.73… ÷ cos 37 46 32.02 ÷ 60 = 003 23 20.92 W
Lat RV = Lat ± DLat = 37 25.0 + 00 43 04 = 38 08.1 N
Lon RV = Lon ± DLon = 006 51.0 E – 003 23 20.92 W = 003 27.7 E
SR 24 04:24 UT
b) RV 38 08.1 N 003 27.7 E

353
c)
W 40 09.0 N 004 32.0 E
RV 38 08.1 N 003 27.7 E
D 02 00.9 S 001 04.3 W
120.9 64.3
MLat = (Lat A + lat B) ÷ 2 = (40 09.0 + 38 08.1) ÷ 2 = 39 08 33 N
Dep = DLon x cos Mlat = 64.3 x cos 39 08 33 = 49.86968986 NM
Co = tan-1 (Dep ÷ DLat) = tan-1 (49.86… ÷ 120.9) = 22 24 55.86 = S 22.4 W = 202½
Dis = DLat ÷ cos Co = 120.9 ÷ cos 22 24 55.86 = 130.781…
Speed = Dis ÷ Tim = 130.781… ÷ 10:24 = 12.6 kn
Co 202½ Speed 12.6 kn
4. The UKHO produces a number of charts that are specifically designed to assist mariners in
planning passages in areas of heavy traffic and confined waters, such as Dover Straits, Red Sea and
Malacca Strait.
a) Outline the main categories of information that can be found on these charts. (18)
b) Explain how Co Tidal / Co Range Charts can be used by deep draught vessels transiting the Dover
Straits (10)
c) State, with reasons, FOUR other publications which should be consulted when appraising a
passage. (12)
a) Admiralty Routeing Guides contain the following information.

10. Pilot Services.
b) Co-Range Co-Tidal charts show:

Amphidromic points in the area.
Isopleths of Mean High Water Interval, Mean Low Water Interval, Mean Spring Range and Mean Neap
Range.
Positions of ports in the area.
Standard Ports in the area with Time Intervals and Tidal Ranges.
The time at which a required height of tide occurs, or the height of tide at a particular time can be
found for a point off shore.
The tidal data for a port, ideally a standard port, centred on the same amphidromic point as that being
considered, is used.
(Extract the High and Low Water times and heights for the Standard Port.
Determine whether the tides are Springs or Neaps from the mean range.
Extract the Mean High Water and Mean Low Water Intervals for the Standard Port and the positon.
Apply the differences between the two sets of times to those extracted from the tide tables.
Extract the co-range data for the standard port and the position from the appropriate Mean Spring or
Neap Range chart.
Calculate the Factor by dividing the mean range at the position by the mean range at the standard port.
354
Multiply the ranges obtained from the tide tables by the factor.
When the tide lies between springs and neaps obtain factors from both charts and interpolate.
For heights at intermediate times, or times of intermediate heights, find the duration and range of tide
at the position, then use the Pacific tidal procedure.)
c) The Mariner’s Handbook. General information about Navigational Publications and their use,
Regulations and Operational information, Oceanography, Meteorology, Ice and Ice Navigation, buoyage
systems.
Ocean Passages for the World. Climatology, recommended routes taking into account vessel power and
climatological conditions.
Sailing Directions for the area. Detailed information about the area, Navigation and Regulations,
Countries and Ports, Natural Conditions and routes within the area.
Routeing Charts. Climatological conditions for the month concerned; to identify adverse factors to be
avoided, or favourable factors which may be used, to optimise the passage.
5. a) State the appropriate manning levels on the Bridge, outlining the duties of EACH member of the
bridge team, for EACH of the following situations:
i) navigation in a Traffic Separation Scheme with dense traffic with restricted visibility. (12)
ii) navigation in clear weather, during darkness, on an ocean passage. (6)
b) Outline the information that should be contained in the Master’s Night Orders for making the
landfall of Aden. (12)
a) i) Master. In Command. Overall responsibility for safe navigation. Receives data from bridge team,
analyses and makes decisions, issues commands to give effect to those decisions.
OOW. Radar. Monitors position and progress. Informs Master as relevant. Monitors Master’s commands
and performance of ratings.
OOW. Radar. Monitors traffic. Informs Master as relevant. Monitors Master’s commands and performance
of ratings.
Rating, Helmsman. Steering to Master’s orders.
Rating, Lookout. Keeps a visual and aural lookout. Informs Master and OOWs of observations.
Rating. Standby, called if required.
ii) OOW. Monitors position, traffic and performance of rating. Acts in accordance with IRPCaS and
Master’s Standing and Night Orders.
Rating, Lookout. Keeps a visual and aural lookout. Informs OOW of observations. Monitors OOW
performance.
Rating. Standby, called if required.
b) Details of circumstances when the Master should be called.

Details of the expected landfall.
Details of communications required with port.
Details of communications required within vessel, Engine Room, crew.
Details of known navigational hazards expected.
Details of other possible hazards.
355
Out of those who passed the paper a higher percentage scored very well than in previous exams. This is
an encouraging sign. Of those who did not succeed many appeared to have done little or no preparation,
particularly in the non calculation questions.
Qu 1)
a) Some candidates attempted this part fairly well. However, this part was not answered well by the
vast majority of candidates.
Many did not appreciate that the changing conditions due to the SW monsoons in spring and summer and
the NE monsoons in the autumn and winter months were the main reason for numerous routes across the
area for this passage.
Many simply reiterated the weather details contained in the extracts without giving any reasons as to
why this would result in numerous routes.
b) Candidates were told to refer to Datasheet Qu 1 regarding the route to taken. Many simply ignored
this advice and either did a direct rhumb line or great circle track or a combination of both between the
two quoted positions.
Many made elementary mistakes in formulas.
Several started this part correctly and then crossed out the correct working and changed to a great circle
route.
c) Most candidates obtained all marks in this section. Where an incorrect distance was obtained in b)
credit was given where this part was calculated correctly.
d) This was poorly answered by the vast majority of candidates. Few if any appeared to have read the
section on weather in the datasheet.
Qu 2
a) and b) Most students managed to score well in these sections. The most common errors were in laying
off the wrong distance for WO.
c) This part required only a brief statement regarding the overall situation. The number of marks
awarded should have guided students to this fact, however many candidates went on at length in this
section.
d) Many candidates did not attempt this section at all. Many went to port in contravention of Rule 19.
Again many candidates only determined the alteration required for targets A or D but did not check that
this was acceptable for the other targets. Many ignored target B which was in fact the target that
required the largest alteration to starboard.
Alteration to due north would also have achieved the same result and where candidates chose this option
marks were awarded in full.
Nearly all of the candidates were confused by the new OA line for target C, assuming that it would still
close the vessel where in actual fact it would be increasing its distance from own vessel.
Qu 3
This question was well answered by nearly all candidates. Of those who got the wrong answer the most
common reason was due using the wrong day in the almanac.
Candidates are reminded that in all such questions the first step should be to calculate the approximate
LMT and date at the ship when the distress call is received.
Qu 4
a) Many candidates read this as a question on monthly Admiralty Routeing charts for the various oceans
of the world.
The question specifically mentioned charts for areas of heavy traffic and confined waters such as the
Dover and Malacca Straits.
Of those who answered this part many had only a very limited knowledge of what information the charts
contain or how this can be used.
b) Many candidates spent a great deal of time and effort in describing and drawing a Co-tidal/Co-range
charts. However what was being asked was how these are used to assist in planning passages in the Dover
straits.
c) Most candidates managed to get four publications but many did not give any reasons as to why they
would be consulting such publications when appraising a passage. These candidates lost most of the
marks awarded.
356
Qu 5
a) Most candidates scored well in section a), some giving excellent answers. The main error was that
many did not seem to appreciate that ii) referred to a period of darkness and wasted time in discussing
the use of a lookout in daylight.
b) A large number of candidates answered this question from the point of view of stating the factors that
should be considered when choosing a landfall and not from a vessel approaching a landfall at night.
General Comments.
Qu 1 was generally poorly answered as many candidates did make any reference to the data sheets. A
number had actually highlighted the correct route on the chartlet on the datasheet but then calculated
the distance for an entirely different route.
Candidates are strongly advised to take more care when using formulae given on the formula sheet.
Those who wrote down the wrong formula from the sheet were guilty of gross carelessness.
Qu 1d was particularly poorly answered. Given that there was a section on the weather in the area during
the SW monsoon period it is surprising that so few were able to make a reasonable attempt at this part.
Qu 2
Most candidates made a reasonable attempt at parts a), b) and c), which required only basic plotting to
be carried out. It was pleasing to see that most were able to determine aspect correctly in this question,
compared with previous radar plots.
24 marks were available for part d) but many did not even attempt this. Those that did made numerous
mistakes including the following.
Laying WO’ from O instead of W. Laying off the wrong length for WO’, although there was no
requirement to change speed.
Not ensuring that the chosen action had the desired effect on all targets.
Qu 3
This was well answered by a very high percentage of candidates and proved no major problems except to
those who had carried out insufficient preparation for the examination.
Qu 4
This was not answered well by a large number of candidates although this type of question has come up
recently and been commented on in the markers report.
In c) candidates were asked for reasons, failure to give reasons will result in few marks being awarded.
Qu 5
This was reasonably well answered by the majority apart from part b).
357
1. The vessel intends to take a coastal route, via the Balintang channel, to a departure position of
31 00.0 N 140 00.0 E, then sail the shortest allowable distance to a landfall position, off Juan de
Fuca Strait, in 48 30.0 N 124 47.0 W.
The distance from Manila to the departure position is 1810 miles and on arrival at the departure
position it is expected that the vessel’s Winter loadline will be overloaded by 240 tonnes. The vessel
consumes 42 tonnes of stores and water per day. The vessel departs Manilla at 0400hrs Standard
Time on the 12th October.
With reference to Data Sheet Q1, calculate each of the following:
a) the shortest distance between Manilla and the landfall position off Juan de Fuca Strait which
complies with all the relevant regulations;
b) the ETA (local Standard Time) at the landfall position.
P A
B L
P
E
C
V
W
358
a) Steaming to WLL.
DP to WLL = 240 mt ÷ 42 MT d = 05 17:09 x 24 x 15.0 = 2057.142857 NM
Manila to WLL = 1810 + 2057.1 = 3867.1 NM ÷ 15.0 kn = 257.8… h = 10 17:48
Dep 10 12 04:00 ST
TD 08:00 - P
Dep 11 20:00 UT
PT 10 17:48
ETA LL 10 22 13:48 UT
Zone is Winter from Oct 16.
PA = 90 – 31 00.0 = 59 00.0
PV = 90 – 35 = 55 00.0
A V
V
sin (90 – PA) = cos (AV) x cos (PV)
cos AV = sin (90 – PA) ÷ cos PV
AV = cos-1 (sin (90 – PA) ÷ cos PV) PV AV
AV = cos-1 (sin (90 – 59 00) ÷ cos 55 00)
AV = 26 06 40.36 x 60 = 1566.67262 NM
90 - P 90 - A
DLon AV
90 - PA
sin (90 – P) = tan PV x tan (90 – PA)
90 – P = sin-1 (tan PV x tan (90 – PA))
P = 90 - sin-1 (tan PV x tan (90 – PA))
P = 90 - sin-1 (tan 55 00 x tan (90 – 59 00))
P = 30 53 38.71
Dep VW = 2057.142857 – 1566.67262 = 490.4702372 NM

DLon VW = Dep ÷ cos Lat = 490.4702372 ÷ cos 35 = 009 58 45.22 E
DLon AB = 140 00.0 E + 124 47.0 W = 264 47.0 W ~ 360 = 095 13.0 E
DLon WB = 095 13.0 – 030 53 38.71 – 009 58 45.22 = 054 20 36.07

WB = cos-1 (cos P x sin PW x sin PB + cos PW x cos PB)
P = 54 20 36.07
PW = 55 00
PB = 90 – 48 30 = 41 30

WB = 41 45 21.47 x 60 = 2505.357771 NM
Dis = 1810 + 2057.142857 + 2505.357771 = 6372.500628
Dis = 6372.5 NM
359
b) PT = 6372.5 NM ÷ 15.0 = 424:50:00.15 = 17 16:50:00.15
DST 10 12 04:00
DSTD 00:00
ST 12 04:00
TD 08:00 -
UT 11 20:00
PT 17 16:50
UT 28 36:50
UT 29 12:50
TD 08:00 -
ST 29 04:50
Washington keeps DST until Last Sunday in October, 30th, DST applies.
If “local Standard Time” implies DST, then:
DSTD 01:00 +
DST 29 05:50
2. At 1800 hrs UT on the 4th October, whilst in position 25 55.0 N 129 45 E the vessel receives a
Typhoon advisory from the Japanese National Weather Centre.
Super Typhoon Irma is presently 360 miles to the SSE of the vessel’s position and is proceeding NNW
at 15 knots. Winds of 100 knots are forecast within 120 miles of the storm centre.
a) On Worksheet Q2, plot the position of the vessel and the storm, indicating the likely area the
storm will move into in the next 24 hours. (4)
b) Describe the wind, weather and swell conditions likely to be encountered at the vessel’s present
position during the next 24 hours. (15)
c) Outline the actions a prudent Master should take to avoid encountering the worst of the storm,
described in Q2(b) (15).
d) Outline the bridge procedures that should be followed on board the vessel, prior to encountering
the storm. (12)
a)
b) Vessel is currently out of storm field.

360
Trade wind conditions, then approach of storm to centre of eye.
Pressure
Normal, with diurnal variation.
Diurnal variation disappears, then pressure drops rapidly to minimum at eye.
Wind
Trade Winds. ENEly
Within Storm Field, becoming NNE then veering to ENE with changing Angle of Indraft.
F4 increasing to 100 kn at eye wall then becoming calm in eye.
Wind waves
1 m increasing to approximately 15 m at eye wall then becoming calm in eye.
Cloud.
Cumulus and cirrus of canopy, changing to cumulonimbus then dense cumulonimbus, clearing in eye.
Precipitation.
None, followed by heavy showers, then continuous heavy rain, ceasing in eye.
Swell
From NE part of TRS, SE x S, 10 m.
Direction changing to east near eye wall, then becoming confused in eye.
Height increasing to 15 m.
c) The vessel is on the Path.

The Dangerous Quadrant lies to the east, the Navigable Semicircle to the west.
Proceed at maximum speed NW between the islands, then westward.
This will keep the vessel Out of the Storm Field and maximise the CPA and TCPA of the storm.
The vessel will be protected from the sea and swell in the lee of the islands.
d) Record all weather parameters hourly.

Report in accordance with SOLAS, hourly if practicable, but not more than three hourly, ship’s position,
all relevant meteorological parameters and ship’s course and speed.
Analyse observations at every set to determine: direction of storm, whether in advance or to rear,
whether left, on, or to right of path, therefore which quadrant the vessel is in.
Monitor all relevant communications for reports, and forecasts of the storm’s position and movement.
Increase bridge manning to allow for increased workload and hand steering.
Inform all departments to prepare for heavy weather.
3. During severe weather an engine room rating suffers a serious injury after falling in the engine
room.
At 1000 hrs UT on the 17th September the rating’s condition starts to deteriorate and contact is
made with an American warship which agrees to rendezvous with the vessel at sunrise the following
day, to render medical assistance.
After consultation between the two vessels it is agreed that own vessel will maintain present heading
of 083(T) and speed of 13.0 knots.
Own vessel position at 1000hrs UT 35 24.0 N 146 42.0 E
Warship position at 1000hrs UT 33 36.0 N 149 04.0 E
Claculate EACH of the following:
a)
UT 17 10:00
TZ 10 LIT 146 42 E ÷ 15 = 09:47
ZT 17 20:00
361
Sunrise 18
SR Sep
40 N 17 05:43 20 05:45
35N 17 05:44 20 05:46
T1 00:00 00:00 5, 00 24, 01
SR 17 05:44 20 05:46
SR 18 05:45 UTG
LIT 09:47 – 146 42 E ÷ 15
SR 17 19:58 UT
17 10:00 UT
PT 09:58
Dis = 13.0 x 09:58 = 129.56666667 NM
DLat = Dis x cos Co = 129.56666667 x cos 083 = 00 15 47.41 N

DLon = Dep ÷ cos MLat = 128.6008964 NM ÷ cos 35 31 53.71 ÷ 60 = 002 38 01.57
Lat B = Lat A ± DLat = 35 24 + 00 15 47.41 = 35 39 47.41 N
Lon B = Lon A ± DLon = 146 42.0 E + 002 38 01.57 = 149 20 01.57 E
40 N 17 05:43 20 05:45
35N 17 05:44 20 05:46
T1 00:00 00:00 5, 00 24, 01
SR 17 05:44 20 05:46
SR 18 05:45 UTG
LIT 09:57 – 149 20 01.57 E ÷ 15
SR 17 19:48 UT
b)
SR 17 19:48 UT
17 10:00 UT
PT 09:48
Dis = 13.0 x 09:48 = 127.4
DLat = Dis x cos Co = 127.4 x cos 083 = 00 15 31.57 N

DLon = Dep ÷ cos MLat = 126.4503797 NM ÷ cos 35 31 45.78 ÷ 60 = 002 35 22.76
Lat B = Lat A ± DLat = 35 24 + 00 15 31.57 = 35 39 31.57 N
Lon B = Lon A ± DLon = 146 42.0 E + 002 35 22.76 = 149 17 22.76 E
RV = 35 39.5 N 149 17.4 E
c)
RV 35 39.5 N 149 17.4 E
W 33 36.0 N 149 04.0 E
d 02 03.5 N 000 13.4 E
d 123.5
MLat = (Lat A +Lat B) ÷ 2 = (35 39.5 N + 33 36.0 N) ÷ 2 = 34 37 45 N

Dep = DLon x cos MLat = 13.4 x cos 34 37.45 = 11.02615246 NM E
Tan Co = Dep ÷ DLat

Co = tan-1 (11.02… ÷ 123.5) = N 05 06 06 E = 005
Dis = DLat ÷ cos Co = 123.5 ÷ cos 05 06 06 = 123.991… = 124.0 NM
Sp = Dis ÷ Tim = 124.0 ÷ 09:48 = 12.7 kn

362
4. A vessel encounters restricted visibility whilst proceeding in a traffic separation scheme on a
heading of 115 (T) at 10.0 knots. Four targets are observed on radar (12 mile range), as depicted on
Worksheet Q4. It is noted that target C is a lighthouse, marking the middle of the separation zone.
The plot covers the period from 1218 hrs to 1236 hrs.
a) Prepare a full report for targets A, B and D. (15)
b) Analyse the situation at 1236 hrs. (15)
c) State, with reasons, an action a prudent master could take at 1242 hrs to resolve the situation and
ensure that all targets have a CPA of at least 1 mile. (20)
363
a)
12:36 – 12:18 = 00:18 x 10.0 = 3.0 NM
A B D
TB 145 270 040
Tendency Drawing aft slowly Steady Steady
Range 7.0 NM 4.0 NM 1.0
Tendency Decreasing Decreasing Steady
CPA 234 x 0.2 NM 0.0 NM 038 x 1.0
TtCPA 7.0 ÷ 2.0 x 00:18 = 01:03 4.0 ÷ 2.0 x 00:18 = 00:36 Infinite
ToCPA 13:39 13:12 Never
Co 076½ 105 115
Sp 1.6 ÷ 00:18 = 5.3 kn 4.9 ÷ 00:18 = 16.3 kn 10.0 kn
Aspect Red 113½ Red 015 Green 104
b)
A Starboard Bow, crossing, collision course.
B Starboard Quarter, overtaking, collision course.
D Port beam, same course and speed.
Set 021½
Rate = 0.9 ÷ 00:18 = 3.0 kn
c) AC to 137½ minimum, 155 preferable.

C is stationary.
AC for A, R19, not to Port.
Sufficient to increase CPA of B to >1.0 NM.
Readily seen by other vessels.
Places A on port bow.
Away from D.
A has CPA in >01:00, not inconvenienced.
Away from TSZ.
Stopping will not result in an adequate CPA for Target B.
5. A tug and tow is due to transit through the Seymour Narrows, British Columbia at 0840hrs
Standard Time on the 20th March. The maximum speed of the tow is 9.0 knots and the vessel is
steering a course of 180° (T) during the transit.
a) With reference to the Pacific and Atlantic Ocean Tide Tables and using Worksheet Q5, determine
the vessel’s speed over the ground at 0840hrs. (12)
b) Discuss the implications of the vessel’s speed determined in Q5(a), including any actions that the
Master should take. (7)
a)
00:30 0.0
03:20 11.1
06:20 0.0
08:40
09:40 -13.2
12:40 0.0
15:50 13.4
Values calculated, plotting may give different results.
08:40 Set 000 Rate 11.8

Speed 9.0 – 11.8 = -2.8 kn
Vessel is making sternway over the ground at 2.8 knots.

Vessel should anchor until the stream slackens below 9 knots, at approximately 11:14.
364
365
All questions refer to a 100,000 tonne product tanker which is to make a fully laden passage from
Belize (Central America) to Southampton (UK) in mid September.
1. The vessel's owners have requested that the Master follow the shortest possible route, as per
Ocean Passages of the World, to a landfall position 5 miles South of Bishop Rock. (49 47.0 N 006 27.0
W)
Using Datasheets Q1(1), Q1(2) and Q1(3)
a) Analyse the possible routes that the vessel could follow and determine the most suitable route,
stating the distance on passage. (25)
b) For the route chosen in Q1a, describe sequentially, the navigational hazards the vessel will
encounter until the vessel clears the Caribbean. (15)
a) Possible Routes.
4.29.4 Turks Island Passage via Windward Passage. Belize 1030 NM + Bishop’s Rock 3450 = 4480 NM
4.29.5 Mona Passage. Belize 1180 NM + Bishop’s Rock 3470 = 4650 NM
4.29.6 Sombrero Passage. Belize 1410 NM + Bishop’s Rock 3310 = 4720 NM
4.29.7 Saint Lucia Saint Vincent Passage.
Belize 1590 NM + Barbados 85 NM + Bishop’s Rock 3410 NM = 5085 NM
4.21 Belize. Providence Channels or Turks Island Passage and Windward Passage are suitable.
Belize, Yucatan Channel, Florida Strait, NE Providence Channel.

Greater distance?
Distance not available from data sheets provided.
More navigational hazards, Yucatan Channel, NE Providence Channel.
4.1 Most hurricanes track north of Cuba.
4.11 Strong currents in Yucatan Channel.
4.16 Crooked Island Passage and Caicos Passage, longer distances than Turks Island Passage.
Belize, Windward Passage, Turks Island Passage.

Shortest Distance.
Fewer navigational hazards.
Adverse current.
Decision, Rhumb Lines through Windward Passage to Turks Island Passage, Great Circle to Bishop’s Rock.
4.29.4 Turks Island Passage via Windward Passage to Belize 1030 miles.
TIP E 21 48 N 071 16 W
BRLF 49 47 N 006 27 W
DLon 064 49 E
Dis = cos-1 (cos DLon x cos Lat A x cos Lat B ± sin Lat A x sin Lat B)
= cos-1 (cos 064 49 x cos 21 48 x cos 49 47 ± sin 21 48 x sin 49 47)
= 57 24 22.63 x60 = 3444.37709
Turks Island Passage to Bishop Rock Landfall = 3444.4 NM
Total Distance = 1030 + 3444.4 = 4474.4 NM
b) Mid September, Northern Hemisphere, TRS season.

TRSs may be encountered at any point of the passage in the Caribbean.
Periods of heavy rain and thunderstorms are frequent.
Chartlet. Course close to banks near Grand Cayman.
366
4.1 Squalls may occur at any time.
Reduced visibility in rain.
4.5 High swells on western side.
4.11 WNW current.
4.15 Old and imperfect surveys of areas, care near cays and banks.
Depths less than charted due to coral growth.
Banks are steep-to, little warning from echo-sounder.
4.15.1 Strong currents in entrance channels, Windward Passage through to Turks Island Passage.
4.16 Turks Island Passage not lighted in its southern approach, not recommended for N-bound vessels at
night.
WNW current in Atlantic affecting transit of Turks Island Passage.
2. At 15:30 hours UT on the 21st September, whilst in DR position 18 50.0 N 080 00.0 W the vessel
receives the following tropical storm advisory from the National Hurricane Centre in Miami. The
vessel is currently making 17 knots on a course of 080 T.
21st September 15:00 hrs UT

Tropical Storm Grace Position 16 45.0 N 067 00.0 W
Central Pressure 976 hPa
Predicted Track 295 T at 17 knots
Forecast Winds 60 knots within 90 NM
50 knots within 130 NM
40 knots within 170 NM
Storm is expected to maintain track for the next 24 hrs and reach hurricane intensity within the
next 12 hours.
a) Using Worksheet Q2:

i) plot the position of the vessel and the storm centre at 15:30 hrs UT. (4)
ii) indicate the likely positions of the storm centre for the next 12 and 24 hours. (4)
b) Briefly describe the changing weather conditions that the vessel would expect to encounter if it
were to maintain its present course and speed for the next 24 hours. (16)
c) Outline the possible courses of action open to the Master to avoid the worst of the storm,
indicating which one would be most suitable if action was taken at 1830 hrs UT. (16)
a)i) 17 x 12 = 204 NM ÷ 60 = 3° 24'
367
368
b) The course goes overland Jamaica and Haiti.
Hurricane Intensity is 65 knots, little more than present maximum.
Initially the vessel is outside the storm field.

Vessel will experience trade wind conditions, with a swell from the direction of the storm.
Pressure: Seasonal normal, with diurnal variation.
Wind: ENE f4,
Wind waves: ENE 1 metre
Swell: ESE 5 metres.
Cloud amount: 3/8
Cloud types: Cumulus / Cumulonimbus.
Precipitation: Showers.
At approximately 21 23:30 UT vessel will reach the coast of Jamaica and cannot proceed further on the
course.
At approximately 22 10:00 UT TRS will reach the coast of Hispaniola.

Thereafter it is likely to be decreasing in intensity over land.
The vessel will not enter the storm field, and conditions will not change significantly.
369
Assuming that the latitude scale is incorrectly placed one degree low.
370
22 03:00 Approximately.
The storm will move overland Hispaniola.
It will then interact with the land and significantly decrease in intensity and the storm field will diminish.
The path is also likely to change as a result of interaction with land.
Assuming that the path and intensity remain unchanged.
Trade wind conditions will persist.

The swell will diminish as the vessel passes north of Jamaica, and then increase steadily in height.
22 09:00 Storm will be approximately 100° x 240 NM from the vessel.

22 15:30 Storm will be approximately 120° x 30 NM from the vessel.
From 22 09:00 approximately until 22 15:30.
The vessel will begin to enter the storm field, and be sheltered from the swell by Hispaniola.
Pressure: Diurnal Variation will cease, then pressure will decrease sharply toward the minimum as the
vessel and storm converge.
Wind direction: Backing to NWly, then veering to NNEly through the rest of the period.
Wind force: Increasing through 35 kn to >65 kn.
Wind Wave height: Lower than expected for the wind force, as there is little fetch from the coast of
Cuba to the vessel. Increasing to approximately 3m.
Swell direction: Changing to Sly as vessel moves north of Hispaniola, swell is refracted.
Then coming from ENEly as storm field moves over Atlantic Ocean.
Swell height: Less than expected from proximity of storm due to shelter of Hispaniola and loss of energy
due to refraction. Then due to short duration of wind over Atlantic. Approximately 3m.
Cloud cover: Increasing to 8/8.
Cloud types: Cirrus of the Canopy, becoming obscured by Cumulonimbus increasing in depth and
coverage.
Precipitation: Increasing in frequency and intensity.
Visibility: Initially good, deteriorating in precipitation, and further with spray in intense winds near eye.
The vessel may enter the Eye of the storm.

Pressure: Steadies at the minimum.
Wind direction: Becomes variable.
Wind force: Decreases to light airs.
Wind Wave height: Decreases to slight.
Swell direction: Becomes confused, probably predominantly from NEly.
Swell height: Less than expected from proximity of storm due to short duration of wind north of
Hispaniola. Approximately 3m.
Cloud cover: Decreasing to approximately 2 8.
Cloud types: Towering cumulus of Eye Wall around vessel.
Precipitation: Ceases.
c)
1. Proceed in a WSW direction.
This will maximise the distance from the current storm path, and probably keep the vessel clear of the
storm field if the path varies by up to 40° and the speed of movement increases to an extent.
2. Proceed in a SSW direction.

This will maintain the distance from the current storm path, and probably keep the vessel clear of the
storm field if the path varies by up to 40° and the speed of movement increases to an extent.
3. Stop the vessel and allow the storm to pass before proceeding.
The vessel is in open water, and can take evasive action in good time if the storm path changes
westward.
4. Proceed at reduced speed south of Jamaica in the lee of the island.

This allows the vessel to make some progress while maintaining an escape route.
371
5. Proceed at reduced speed north of Jamaica until the storm has passed ahead.
Vessel is proceeding into restricted waters, and may not be able to take effective evasive action.
1. Is the most suitable of these for the reasons given.

Monitor communications and current conditions to detect any change in the storm's path.
3. The vessel has successfully cleared the storm and exited the Caribbean, the vessel receives new
orders to proceed to Antwerp via the Dover Straits.
The British Admiralty produces Admiralty Routeing Charts and also a number of charts that give
passage planning guidance for certain areas of the world.
a) Compare and contrast the different types of information contained in each of the above and
comment on how they may be used by the navigator. (30)
b) Explain how the Master of a deep draught vessel can make use of Co-Tidal Co Range Charts when
planning a passage through shallow, confined waters. (15)
512X (Y) Routeing Charts.

Show climatological data for each ocean and month of the year.
Wind roses.
Predominant ocean currents.
Shipping routes and distances.
Sea ice and iceberg limits.
Loadline Zone limits.
Inset chartlets of:
Air pressure and temperature.
Dewpoint and sea temperature.
Percentage fog and low visibility.
Tropical storm tracks and percentage wind greater than force 7.
5500 Mariner's Routeing Guide

North Sea and English Channel
Shows the following:
10. Pilot Services.
Routeing Charts contain climatological data for the relevant month and area, and a small amount of
routeing data.
They are used to predict the weather on a proposed passage on a climatological basis, and to make
routeing decisions to achieve an optimum route with regard to meteorological and oceanographic
factors.
Mariners' Routeing Guides contain information about services available and legal requirements relevant
to passage planning through the area covered.
They contain a relatively small amount of oceanographic data.
They are used to assist in planning passages through the area and ensure that legal requirements are
observed.
Admiralty Sailing Directions should be used in conjunction with these charts when planning coastal
passages.
372
b)
Co-Range Co-Tidal charts show:
Amphidromic points in the area.
Isopleths of Mean High Water Interval, Mean Low Water Interval, Mean Spring Range and Mean Neap
Range.
Positions of ports in the area.
Standard Ports in the area with Time Intervals and Tidal Ranges.
The time at which a required height of tide occurs, or the height of tide at a particular time can be
found for a point off shore.
The tidal data for a port, ideally a standard port, centred on the same amphidromic point as that being
considered, is used.
(Extract the High and Low Water times and heights for the Standard Port.
Determine whether the tides are Springs or Neaps from the mean range.
Extract the Mean High Water and Mean Low Water Intervals for the Standard Port and the positon.
Apply the differences between the two sets of times to those extracted from the tide tables.
Extract the co-range data for the standard port and the position from the appropriate Mean Spring or
Neap Range chart.
Calculate the Factor by dividing the mean range at the position by the mean range at the standard port.
Multiply the ranges obtained from the tide tables by the factor.
When the tide lies between springs and neaps obtain factors from both charts and interpolate.
For heights at intermediate times, or times of intermediate heights, find the duration and range of tide
at the position, then use the Pacific tidal procedure.)
4. At 0400 hrs, whilst proceeding in the NE bound lane of the Straits Traffic Separation Scheme, four
targets are plotted on radar, over a 20 minute period, as shown on Worksheet Q4. Visibility was
estimated to be 0.5 miles and the vessel was steering 015°(T) at 12 knots. Target A has been
identified as a lighthouse. An extensive area of shoal water lies 4 miles to starboard.
a) Analyse the situation at 0420 for targets B, C and D. (15)

b) Determine the set and rate of the tide affecting the vessel. (5)
c) Outline the action the Master should take at 0425 hrs the ensure that targets C & D have minimum
CPA of 2.0 miles and any subsequent action necessary, stating full reasons for the answer. (25)
a)
WO = 12 kn x 00:20 = 4.0 NM
B
OA 1.6 NM ÷ 00:20 = 4.8 kn
AC = 4.3 nm ÷ 4.8 kn = 00:54 + 04:20 = 05:14
WA = 5.5 nm ÷ 00:20 = 16.5 kn
C
OA 2.7 NM ÷ 00:20 = 8.1 kn
AC = 3.5 nm ÷ 8.1 kn = 00:25 + 04:20 = 04:45
WA = 4.6 nm ÷ 00:20 = 13.8 kn
D
OA 4.6 NM ÷ 00:20 = 13.8 kn
AC = 5.0 nm ÷ 13.8 kn = 00:22 + 04:20 = 04:42
WA = 3.7 nm ÷ 00:20 = 11.1 kn
373
Full Report
B C D
Bearing and tendency 161 drawing forward 291 steady 325 steady
Range and tendency 4.4 NM decreasing 3.5 NM decreasing 5.0 NM decreasing
CPA 085 x 1.2 NM 0.0 NM 0.0 NM
Time to / of CPA 00:54 at 05:14 00:25 at 04:45 00:22 at 04:42
Target track and speed 010 x 16.5 kn 050.5 x 13.8 kn 088 x 11.1 kn
Aspect Red 29 Green 60.5 Green 57
Analysis
B On starboard quarter, overtaking to starboard.
C On port beam, converging, collision course.
D On port bow, crossing to starboard, collision course.
b)
A
AW 094 x 0.9 nm ÷ 00:20 = 2.7 kn
c)
00:05
A OA = 4.2 ÷ 4 = 1.1 NM
B 1.6 ÷ 4 = 0.4 NM
C 2.7 ÷ 4 = 0.7 NM
D 4.6 ÷ 4 = 1.1 NM
C and D are going to be in a close quarters situation at 04:42.
Reduce speed.
WO' = 1.6 NM ÷ 00:20 = 4.8 kn
An alteration of course to port is prohibited in reduced visibility.
An alteration of course to starboard produces a very slow relative movement, and brings the vessel
toward the shoal ground.
The tidal stream is setting toward the shoal ground.
Monitor the movements of all vessels.

C and D in particular as they are likely to manoeuvre.
A O’A = 2.0 NM ÷ 00:20 = 6.0 kn

B O’A = 3.8 NM ÷ 00:20 = 11.4 kn
A CPA 1.8 NM
P-CPA = 4.5 NM ÷ 6.0 kn = 00:45
B CPA 2.0 NM
P-CPA = 3.6 NM ÷ 11.4 kn = 00:19
In approximately 00:20 it should be practicable to resume speed.

Course will have to be adjusted to compensate for the tide.
374
375
5. A vessel is due to enter the port of Antwerp via the locks at Boudewijnsluis (European Tide Tables
port no 1539a).
The vessel is expected to arrive off the lock entrance on the AM flood tide on the 18th April.
The charted depth of the lock sill is 6.8 m and the vessel's draught is 9.8 m. The vessel must clear
the locks with 1.5m under the keel.
Using Worksheet Q5, determine the earliest time (UT) the vessel can enter the locks. (30)
Waterline
Draft 9.8
HoT 4.5
Keel
CD
UKC 1.5
Charted Depth 6.8
HoT = Draught + Under Keel Clearance - Charted Depth = 9.8 + 1.5 - 6.8 = 4.5 m
Standard Port Antwerp 1539

Time Height required 4.5 m
Secondary Port Boudewijnsluis 1539a
Date Time Apr 18 AM Flood
Zone - 01:00
Time Height
Standard Port LW HW LW HW Range
00:28 06:03 0.2 5.6 5.4
Seasonal Change Standard Port - -0.1 - -0.1
Uncorrected Height Standard Port 0.3 5.7
Differences +00:25 +00:06 0.0 0.0
Uncorrected Height Secondary Port 0.3 5.7
Seasonal Change Secondary Port -0.1 -0.1
Secondary Port 0.2 5.6
Duration 00:53 06:09
Differences.
5.8 5.7 4.2
0.0 +0.1
0.0 + (5.7 – 5.8) ÷ (4.2 - 5.8) x (0.1 – 0.0) = -0.0
Or, by inspection…
1.0 0.3 0.0

0.0 0.0
0.0 + (0.3 - 1.0) ÷ (0.0 - 1.0) x (0.0 – 0.0) = 0.0
Or, by inspection…
05:00 06:03 12:00

+00:05 +00:13
00:05 + (06:03 – 05:00) ÷ (12:00 – 05:00) x (00:13 – 00:05) = 00:06
Ranges
Springs 5.8 m
Range 5.4 m
Neaps 3.2
Proportion = (Predicted Range – Neap Range) ÷ (Spring Range – Neap Range)
= (5.4 -3.2) ÷ (5.8 – 3.2) = 0.85
376
HW 06:09 ST
Interval 01:08 –
Required Time 05:01 ST
Time Difference 01:00 –
Required Time 04:01 UT
377
378
All questions refer to a bulk carrier which is to make a fully laden passage between Port Hedland (W
Australia) and Mombasa (Kenya) in June. The vessel's service speed is expected to be 15 knots.
1 a) Outline five factors that should be considered when planning an ocean passage. (10)
b) The following departure and landfall positions are to be used for the passage, Datasheets Q1(1)
and Q1(2) are included for reference.
Port Hedland Departure Position 20 12.0 S 118 37.0 E
Mombasa Landfall Position 04 05.0 S 039 43.0 E
Assume that the vessel is under pilotage for a total distance of 87 miles from the berth to the
departure position.
Calculate each of the following:
i) the shortest distance from Port Hedland to the landfall position; (10)
ii) the course of the vessel at the departure position. (10)
c) When appraising the passage it is noted that the vessel will pass close to the Agalega Islands which
have a report of shoal water close to the north of the islands in position 10 04.0 S 056 39.0 E
Calculate the distance the vessel will pass off the shoal when crossing longitude 056 39 E (8)
a)
1. Use of great circle tracks to minimise distance.
2. The presence on the track of adverse meteorological and oceanographical elements that may
adversely affect the vessel.
3. The presence near the track of favourable meteorological and oceanographical elements that may
favourably affect the vessel.
4. The presence of navigational hazards on the track.
5. Ship type and vulnerability to Meteorological conditions.
b) i) V1
E1 E2 E1
B
W
V2 A
P
A 20 12.0 S 118 37.0 E PA = 90 – 20 12 = 69 48
B 04 05.0 S 039 43.0 E PB = 90 – 04 05 = 85 55
d 078 54.0 W P = 078 54 W
cos AB = cos P x sin PA x sin PB + cos PA x cos PB.

Dis = = cos-1 (cos 78 54 x sin 69 48 x sin 85 55 + cos 69 48 x cos 85 55)
Dis = 78 10 53.92 x 60 = 4690.898… + 87 = 4777.898…
Dis = 4777.9 NM
379
ii)
A = tan Lat ÷ tan LHA = tan Lat A ÷ tan DLon = tan 20 12 ÷ tan 78 54 = 0.07218467442 N
B = tan Dec ÷ sin LHA = tan Lat B ÷ sin DLon = tan 04 05 ÷ sin 78 54 = 0.0727494632 S
C = A ± B = 0.072… - 0.072… = -0.00056478877 = 0.00056478877 S
Tan Az = 1 ÷ (C x cos Lat))
ICo = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (0.000… x cos 20 12)) = 89 58 10.67 = S 90.0 W
ICo = 270
c)
Position of Vertex
P
PV = sin-1 (cos (90 - 89 58 10.67) x cos (90 – 69 48)
PV = 69 47 59.92
Lat V = 90 - 69 47 59.92 = 20 12 00.08 S
sin (90 – PA) = tan (90 – P) x tan (90 – A)

tan (90 – P) = sin (90 – PA) ÷ tan (90 – A)
P = 90 – tan-1 (sin (90 – PA) ÷ tan (90 – A))
P = 90 – tan-1 (sin (90 – 69 48) ÷ tan (90 – 89 58 10.67)) W V A
00 05 16.62 V
DLon AV = 00 05 16.62 W
Lon V = 118 37.0 E – 00 05 16.62 = 118 31 43.38 E
PV VA(VW)
Latitude of Waypoint
DLon PW = 118 31 43.38 – 56 39.0 E = 61 52 43.38 = P

90 - P 90 - A
sin (90 – P) = tan PV x tan (90 – PW)
tan (90 – PW) = sin (90 – P) ÷ tan PV
PW = 90 – tan-1 (sin (90 – P) ÷ tan PV)
90 - PA(PW)
PW = 90 – tan-1 (sin (90 – 61 52 43.38) ÷ tan 69 47 59.92)
PW = 80 09 41.94
Lat W = 90 - 80 09 41.94 = 09 50 18.06
Lat W = 09 50.3 S
Lat Shoal = 10 04.0 S
Distance off = DLat = 10 04.0 – 09 50.3 = 00 13.7 = 13.7 NM
2. Weather routing is often effectively used by vessels making trans oceanic passages.
a) Outline five factors that should be considered when deciding to weather route the ship. (20)
b) Describe three types of weather routeing currently available to vessels. (12)
c) Outline the benefits of carrying out shipboard routeing. (8)
a)
3. The vessel.
380
4. The cargo.
5. The voyage.
b)
information.
c)
detail.
of the voyage.
3. Whilst approaching the Agalega Islands, on the evening of the 28th June, the Master wishes to
verify the vessel's position as given by GPS. He instructs the OOW to take a set of star sights during
evening twilight.
The following observations are made, whilst steering 288T at 14 knots, using a DR position, based on
GPS, of 10 09.0 S 057 40.0 E.
Conditions were partly cloudy with a clear horizon and no moon. Wind ESE Force 5.
Time Star Azimuth True Alt Calc Alt

1804 Arcturus N 42 E 42 34.2 42 41.9
1808 Procyon N 78 W 18 48.0 18 57.2
1818 Rigel Kent S 21 E 39 41.8 39 35.5
a) Determine the Vessel's Most Probable Position (MPP) at 1815 hours, assuming a systematic error.
(25)
b) In the light of the position determined in Q3a and the proximity of the Agalega Islands to the
planned track, explain the actions a prudent Master should take, given the vessel's MPP at 1815 hrs.
(15)
a) Arcturus. Transfer 00:11 x 14 = 2.6 F. TB 042. Int = 42 34.2 – 42 41.9 = 7.7 A.

Procyon. Transfer 00:07 x 14 = 1.6 F. TB 282. Int = 18 48.0 – 18 57.2 = 9.2 A.
Rigel Kent. Transfer 00:03 x 14 = 0.7 B. TB 159 Int = 39 41.8 – 39 35.5 = 6.3 T.
381
042
288
282 2.6F
1.6F
0.7B
AP 9.2A
9.8S
7.7A
6.3T
159
2.3E MPP
382
DLat 9.8 S
Dep 2.3 E
OP Lat = AP Lat ± DLat = 10 09.0 S + 00 09.8 S = 10 18.8 S

MLat = Lat ± DLat ÷ 2 = 10 09.0 + 00 09.8 ÷ 2 = 10 13.9 S
DLon = Dep x cos MLat = 2.3 ÷ cos 10 13.9 = 2.3 E
OP Lon = AP Lon ± DLon = 057 40.0 + 000 02.3 = 057 42.3 E
b)
MPP is 167 x 10.0 NM from GPS Position.
Check GPS:
signal strength,
datum in use,
whether on DR,
Consider accuracy of shoal position, accuracy of surveys, chart corrections.
AC to pass 20 NM (GPS Error x 2), north of the shoal, this allows for steaming since MPP and other
uncertainties.
Stop, wait till dawn, take further observations before proceeding?
Bearing and distance of shoal from MPP.
Could be done by plot.
Shoal Patch 10 04.0 S 56 39.0 E

MPP 10 18.8 S 57 42.3 E
DLat Lon 00 14.8 N 01 03.3 W = 63.3
MLat = Lat ± DLat ÷ 2 = 10 04.0 + 00 14.8 ÷ 2 = 10 11.4 S

TB = tan-1 (Dep ÷ DLat) = tan-1 (62.3 ÷ 14.8) = 76 38 11.46 = N 76.6 W

TB = 360 – 76.6 = 283.6
Dis = DLat ÷ cos TB = 14.8 ÷ 76 38 11.46 = 64.033… NM
Wind from 112.5 toward 282.5. Astern.
WP Lat = Shoal Lat ± 00 20 = 10 04.0 S – 00 20 = 09 44.0 S

WP Lon = Shoal Lon = 056 39.0 W
WP 09 44.0 S 056 39.0 E

MPP 10 18.8 S 057 42.3 E
DLat Lon 00 34.8 N 001 03.3 W 63.3
MLat = Lat ± DLat ÷ 2 = 09 44.0 + 00 34.8 ÷ 2 = 10 01.4

Co = tan-1 (Dep ÷ DLat) = tan-1 (34.8 ÷ 62.3) = N 29.2 W

Co = 360 – 29.2 = 330.8
383
4. Whilst approaching the port of Mombasa, in the early hours of the morning, the OOW obtains radar
plots of four targets as shown in Worksheet Q4. Visibility is approximately 1 mile in thick haze.
The vessel is currently steering 295°(T) at 12 knots. Plots were commenced at 0400 hrs and the plot
covers a 20 minute period.
a) Analyse the situation for all FOUR targets at 0420hrs. (20)
b) Determine the alteration of course required at 0425hrs to ensure that all targets pass at a
distance of at least 1.5 miles, giving reasons for the answer. (20)
a)
12 x 00:20 = 4 NM
TCPA = AC ÷ OA x T
A. 5.9 ÷ 3.4 x 00:20 = 00:35
B. 4.2 ÷ 2.1 x 00:20 = 00:40
C. 5.7 ÷ 2.1 x 00:20 = 00:54
D .5.2 ÷ 4.0 x 00:20 = 00:26
Analysis at 04:20
A B C D
True Bearing 344 113 160 260
Tendency Steady Steady Drawing Forward Drawing Aft
Range 5.9 4.2 5.7 5.4
Tendency Decreasing Decreasing Decreasing Decreasing
CPA TB 255 023 246 181
CPA Range 0.1 0.0 0.6 1.1
TCPA 00:35 00:40 00:54 00:26
T of CPA 04:55 05:00 05:14 04:46
Course 241 295 308 013
Speed 9.6 18.0 17.7 5.1
Aspect Red 077 Red 003 Green 032 Green 067
A. Starboard Bow. Collision.

B. Right Astern. Overtaking. Collision.
C. Port Quarter. Overtaking, Clearing close to Port.
D. Port Bow. Clearing to Port.
b)
Distance AP = Distance OA ÷ Plot Interval OA x Time AP
A. 3.4 ÷ 00:20 x 00:05 = 0.9
B. 2.1 ÷ 00:20 x 00:05 = 0.5
C. 2.1 ÷ 00:20 x 00:05 = 0.5
D. 4.0 ÷ 00:20 x 00:05 = 1.0
A is critical target.
Alter course 24° to starboard to 319° at 04:25 to achieve a CPA of 1.5 NM.
The prudent Master would make a broad alteration so as to be readily apparent to another vessels
observing by radar.
Reasons.
In restricted visibility.
Vessel D forward of the beam, do not alter course to port.
Vessel C abaft the beam, do not alter towards it.
Vessel B astern, overtaking, collision course, requirement to maintain course and speed does not apply in
restricted visibility.
Therefore alter to starboard.
The alteration increases the CPA of all other vessels to more than 1.5 NM.
384
385
5. a) Outline the information that should be discussed as part of the Master-Pilot exchange. (20)
b) Describe the procedures that should be adopted on the bridge prior to arrival at the pilot station.
(15)
a)
Current situation. Position, course, speed, engine setting.
Pilot Card. Ship’s particulars, displacement, draught, trim, manoeuvring characteristics, engine
characteristics, thrusters, anchor details, hull form.
Navigation equipment status.
Emergency procedures; anchor status, crash stop astern power.
Defects.
Passage Plan to berth, speeds, tide and currents, weather, tug details, mooring plan.
Hazards on passage, changed navigational information, operations in progress.
Reporting requirements and local regulations.
Expected traffic.
Pilot’s emergency procedures and life saving equipment.
b)
Exchange of information with port, routine and special requirements.
Amendment of Passage Plan if required.
Clock synchronisation.
Preparation of recording equipment.
External communications tested.
Internal communications tested, Bridge, Engine Room, Mooring Stations.
Signals and signalling equipment prepared.
Deck lighting functional.
Steering gear tested in accordance with requirements.
Engines tested astern.
Hand steering engaged to allow familiarisation.
Master / Pilot Information Exchange prepared.
Check that preparations other than on Bridge have been carried out.
386
2007-03-27
All questions refer to a 2,000 TEU container vessel which is to make a passage from Wellington (New
Zealand) to Buenos Aries (Argentina) in June. Expected service speed is 16.0 knots.
1 a) Outline five factors to be considered when planning East – West ocean passages. (15)
b) The vessel's charterers have advised that they wish to route the vessel via Cape Horn (Chile) and
have requested the distances for both Rhumb line and composite great circle routes (limiting
latitude 58 20 S) for the following departure and landfall positions.
Departure position Wellington 41 22.0 S 174 50.0 E
Arrival position Cape Horn 56 20.0 S 067 20.0 W
Calculate each of the following:
i) the rhumb line distance (9)
ii) the composite great circle distance; (18)
iii) the ETA at the landfall position off Cape Horn if the vessel leaves Wellington at 2215 hrs Standard
Time on the 8th June and follows the composite great circle route. (8)
a)
1. Use of great circle tracks to minimise distance.
2. Limiting latitude due to navigational hazards in high latitudes.
3. High wind, wind waves and swell due to polar frontal depressions.
4. Adverse currents due to prevailing wind and general current circulation.
5. Winter S.H. Ice is a possibility.
6. Extreme single waves due to extensive wind and wave fields.
b)
i) A 41 22.0 S 2715.36 S 174 50.0 E
B 56 20.0 S 4090.33 S 067 20.0 W
d 14 58.0 S 1374.97 S 242 10.0 W
360 ~
117 50.0 E
d 898 S 7070 E
tan Co = DMP ÷ DLon

Dis = DLat ÷ cos Co = 898 ÷ cos 78 59 40.29 = 4706.964345
Dis = 4707.0 NM
C
E
V1
A V2
B
L
P
P L B A
387
A V1
ii) Dis AV1
PA = 90 - 41 22 = 48 38
PV1 = 90 - 58 20 = 31 40
sin (90 – PA) = cos AV1 x cos PV1

cos AV1 = sin (90 – PA) ÷ cos PV1
AV = cos-1 (sin (90 – PA) ÷ cos PV1)
AV = cos-1 (sin (90 – 48 38) ÷ cos 31 40)
AV = 39 03 38.02 x 60 = 2343.633718 V1 P
Dis AV1 = 2343.6
Dis V1 V2
PV1 AV1
sin (90 – P) = tan PV1 x tan (90 – PA)
P = 90 – sin-1 (tan PV1 x tan (90 – PA))
P = 90 – sin-1 (tan 31 40 x tan (90 – 48 38))
P = 57 06 05.27 90 - P 90 - A
DLon AV1 = 57 06 05.27 E
90 - PA
PB = 90 - 56 20 = 33 40
PV2 = 90 - 58 20 = 31 40
sin (90 – P) = tan PV x tan (90 – PB)
P = 90 - sin-1 (tan PV x tan (90 - PB))
P = 90 - sin-1 (tan 31 40 x tan (90 – 33 40))
P = 22 10 31.28
DLon BV2 = 22 10 31.28 W V2 B
DLon V1 V2 = DLon AB – Dlon AV1 - DLon AV2

= 117 50 – 57 06 05.27 – 22 10 31.28
= 38 33 23.45 E
Dep = DLon x cos Lat

= 38 33 23.45 x 60 x cos 58 20
Dis V1V2 = 1214.476009 NM
Dis V2 B P V2
sin (90 – PB) = cos BV2 x cos PV2

cos BV2 = sin (90 – PB) ÷ cos PV2
BV2 = cos-1 (sin (90 – PB) ÷ cos PV2) PV2 BV2
BV2 = cos-1 (sin (90 – 33 40) ÷ cos 31 40)
BV2 = 12 04 39.97 x 60 = 724.6661251
Dis BV2 = 724.7 NM 90 - P 90 - B
Dis AB = Dis AV1 + Dis V1V2 + Dis V2 B

= 2343.6 + 1214.5 + 724.7 90 - PB
Dis AB = 4282.8 NM
388
iii)
DST Jun 08 22:15
DSTD 00:00 Summer Time may be kept, June is Winter.
ST Jun 08 22:15
TD 12 E–
UT Jun 08 10:15
PT 11 03:41 4282.8 ÷ 16 = 267:41.= 11 03:41
ETA Jun 19 13:56 UT
Nature of arrival time not stated.
LIT = 67 20 ÷ 15 = 04:29 W –
Jun 19 09:27 LMT
TZ = 04 W –
Jun 19 09:56 ZT
TD Chile = 04 –
Jun 19 09:56 ST
2. The vessel encounters heavy weather two days out from Wellington and an engine room rating is
seriously injured during a fall.
At 0330 hrs GMT on the 10th June, whilst in position 46 15.0 S 178 24.0 W, the Master makes
contact with a New Zealand warship, in position 48 30.0 S 179 54.0 E, and agrees to rendezvous with
the warship at sunrise the following day. The container vessel is to maintain its current course and
speed of 148 T x 18 knots.
a) the GMT of Sunrise; (20)
a) Start 06-10 03:30 UT

TZ 12 LIT 178 24 W ÷ 15 = 11:54
Start 06-09 15:30 ZT
Sunrise next morning.

06-10 06:00 ZT approximately
06-10 06:06 UTG for reference to Almanac.
06-10
SR 50 S 10 07:54
SR 45 S 10 07:34
T1 00:05 5, 01 15, +00:20
SR 10 07:39 UTG
LIT 11:54 W +
SR 10 19:33 UT
Start 10 03:30 UT
PT 16:03
Dis = PT x Sp = 16:03 x 18 = 288.9 NM
DLat = Dis x cos Co = 288.9 x cos 148 = 245.0 = 04 05.0 S
Lat = Lat A ± DLat = 46 15 S + 04 05.0 S = 50 20.0 S
389
Dep = DLat x tan Co = 245.0 x tan 148 = 153.1 NM
MLat = (Lat A ± Lat B) ÷ 2 = (46 15 + 50 20) ÷ 2 = 48 17.5 S
DLon = Dep ÷ cos MLat =153.1 ÷ cos 48 17.5 = 230.1 = 003 50.1 E
Lon = Lon A ± DLon = 178 24.0 W – 003 50.1 E = 174 33.9 W
SR 52 S 10 08:04
SR 50 S 10 07:54
T1 00:01 2, 00 20, +00:10
SR 10 07:55 UTG
LIT 11:38 W + 174 33.9 ÷ 15
SR 10 19:33 UT
b) SR same as first iteration, Passage time is the same.

RV 50 20.0 S 174 33.9 W
c)
RV 50 20.0 S 174 33.9 W
NZ 48 30.0 S 179 54.0 E
D 01 50.0 S 354 27.9 W
110.0 S 005 32.1 E
332.1 E
MLat = (Lat A + Lat B) ÷ 2 = (50 20 + 48 30) ÷ 2 = 49 25 S
Dep = DLon x cos MLat = 332.1 x cos 49 25 = 216.0487598 NM
Co = tan-1 (Dep ÷ DLat) = tan-1(216.0487598 ÷ 110.0) = 63 01 02.42 = S 63.0 E

Co = 180 - 63.0 = 117.0 = 117
Dis =DLat ÷ cos Co = 110.0 ÷ cos 63 01 02.42 = 242.4398217 NM
Sp = 242.4398217 ÷ 16:03 = 15.10528484 = 15.1 kts.
3. On arrival at the rendezvous position the Captain of the Warship decides conditions are still too
severe to transfer the casualty by boat and asks the master to prepare for a helicopter evacuation of
the casualty.
a) Outline the bridge procedures that should be adopted when planning and conducting helicopter
operations. (20)
b) Produce a bridge checklist that could be used to ensure that the vessel is ready for the transfer of
the casualty. (15)
a) Bridge team:
Master. In Command. Communications.
OOW conducts navigation, Position, Course, Speed, Traffic, record keeping.
Rating. Helmsman.
Rating. Lookout.
Communications with Warship.

RV position
RV time
Course
Speed
Ship movement
Probability of spray or seas on deck
Type and location of operating area, winching or landing.
Status of casualty and luggage amount.
Medical information concerning casualty.
Communication channels, Bridge, Deck, Helicopter, Warship.
390
Engage hand steering for instant manoeuvrability.
Engines on standby.
Signals displayed.
Homing signal transmitted if required.
Securite message transmitted.
Signalling lamp rigged.
Casualty signed off and paid.
Documentation prepared.
b) Confirm the following:
Bridge Team in position.

Engines on Standby.
Hand Steering engaged.
Securite message transmitted.
IRPCaS signals displayed.
Communication established with Helicopter.
Information exchanged with Helicopter.
Communications established with Deck Party.
Deck Team in position.

Deck Team wearing appropriate PPE.
Landing Winching area clear of obstructions and loose items.
Landing Winching area clean.
Fire Fighting Equipment prepared.
Emergency Equipment for Helicopter operation in position.
Helicopter signalling equipment available.
Casualty in position.
Items to be landed in position including documentation.
4. Vessels planning to undertake ocean passages at high latitudes are likely to encounter several
navigational and meteorological climatological hazards.
a) Outline three navigational problems that may be encountered by the container vessel, when at its
most southerly latitude, should the vessel's GPS system fail. (15)
b) Outline TWO meteorological climatological hazards that may be encountered by the vessel. (8)
c) On the 14th June, whilst in DR position 58 05.0 S 125 36.0 W, the OOW makes the following
observation of the star Achernar.
Time at Ship 2215 hrs

Chronometer error 2m 35s Slow on GMT
Compass Bearing 203 (C)
Variation 34 W
Calculate the deviation of the compass for the ship's head. (20)
a) Cloud cover is likely to be extensive, limiting the opportunities for celestial observations.
Visibility is likely to be poor degrading the availability and quality of the horizon.
Abnormal refraction due to low temperatures is likely to affect both the horizon and altitudes of bodies
to an unknown extent.
Transfer of position lines over extensive time periods may be inaccurate due to unknown strong currents.
Vessel movement may be extreme, degrading the accuracy of observations.
391
b) High wind speeds and high wind waves due to intense polar frontal depressions.
High swell heights from various directions due to extensive polar frontal depressions.
Extreme Single Waves in extensive wave fields that allow the harmonic combination of wave trains.
Sea ice and icebergs may be present.
Ice accretion is possible.
c)
ZT 14 22:15 LIT = 125 36 ÷ 15 = 08:22
TZ 8+
UT = 15 06:15
CT 15 06:23:15
CE 00:02:35 S +
UT 15 06:25:50
GHA A 15 06 353 24.6

SHA Ach 335 47.3 Dec 57 20.8 S
Inc A 25:50 006 28.6
Lon 125 36 W
LHA 570 04.5
360 -
LHA 210 04.5
A = tan Lat ÷ tan LHA = tan 58 05 ÷ tan 210 04.5 = 2.772465074 S

B = tan Dec ÷ sin LHA = tan 57 20.8 ÷ sin 210 04.5 = - 3.11385141 = 3.11385141 S
C = A ± B = 2.772465074 S + 3.11385141 S = 5.886316483 S
Az = tan-1 (1 ÷ C ÷ cos Lat) = tan-1 (1 ÷ 5.886316483 ÷ cos 58 05) = S 17 48 50.67 E
TB = 162 11 09.33
TB 162
CB 203 –
CE –41 W
V –34 W –
D –7 W
D=7W
5. Whilst approaching Buenos Aries the vessel will transit an IMO approved traffic Separations
Scheme.
a) Outline the stated objectives of Traffic Separation and Routeing Schemes. (17)
b) State, with reasons, the manning levels to be observed on the bridge when a vessel transits a
Traffic Separation Scheme with heavy traffic. (15)
a) The purpose of Ship's Routeing is to improve the safety of navigation in converging areas and in areas
where the density of traffic is greatest and where freedom of movement of shipping is inhibited by
restricted sea room, existence of obstructions to navigation, limited depths or unfavourable
meteorological conditions.
The prime objective of Ship's Routeing system adopted by IMO may include some or all of the following :-
The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters
The reduction of dangers of collision between crossing traffic and shipping in established traffic lane.
The simplification of the patterns of traffic flow in converging areas.
The organisation of safe traffic flow in areas of concentrated offshore exploration or exploitation.
The organisation of traffic flow in or around areas where navigation by all ships or by certain classes of
ships is dangerous or undesirable.
The reduction of risk of grounding to provide special guidance to vessels in areas where water depths are
uncertain and critical.
The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
392
b) Master. In command.
Communications.
OOW. Navigation.
Communications.
Record keeping.
Monitors Master.
OOW. Traffic.
Informs Master.
Rating. Helmsman.
Monitors Master’s orders..
Rating. Lookout.
Rating. Standby.
393
All questions refer to a tanker which is to make a fully laden passage from Louisiana Offshore Oil
Port, LOOP, (28° 53' N 090° 01' W) to a landfall position off Cape Town (S.Africa) (33° 53' S 018° 26'
E). The vessel is to clear LOOP on the 13th September.
1. a. With reference to Datasheets Q1(1-4), outline the recommended routes for the proposed
passage. (10)
b. With reference to the great circle leg of the passage, calculate each of the following:
i. the distance on the great circle leg; (10)
ii. the final course on arrival at the landfall position; (10)
iii. the position of the vertex. (15) A
a)
LOOP to Yucatan Channel,
4.26 to Alta Vela,
7 miles south of Cabo San Antonio,
S coast of Cuba, B
5 miles south of Cabo Cruz,
5 miles south of Navassa Island,
5 miles south of Pointe de Gavios,
5 miles south of Alt aVela.
4.27 to St Lucia, Position H, 13° 30' N 061° 00' W,
2.106 to Position D, 05° 00' N 045° 00' W,
to Position E, 04° 40' S 034° 35' W P
then 2.79 by Great Circle to Cape Town.
The routes 2.107 between Position E and Galleons Passage and St Lucia are shown for westward passages
only.
b)
A 04° 40' S 034° 35' W
B 33° 53' S 018° 26' E
D 053° 01’ E
P = 053 01 E
PA = 90 – 04 40 = 85 20
PB = 90 – 33 53 = 56 07
Distance
Dis = cos-1 (cos 053 01 x sin 85 20 0 x sin 56 07 + cos 85 20 x cos 56 07)
Dis = 57 06 13.2 x 60 = 3426.2 NM
Final Course
ICo BA
B = tan Lat B ÷ sin DLon = tan 04 40 ÷ sin 53 01 = 0.1023172951 S
C = A ± B = 0.05057429856 N - 0.1023172951 S = 0.4034256905 N
Azi = tan-1 (1 ÷ C ÷ cos Lat A) = tan-1 (1 ÷ 0.4034256905 ÷ cos 33 53) = N 71 29 00.94 W
ICo = 360 – 71 29 00.94 = 288 30 59.06
FCo = 288 31 18.8 – 180 = 108 30 59.06
FCo = 108½
394
cos opp = cos ang x sin adj x sin adj + cos adj x cos adj
cos ang = (cos opp – cos adj x cos adj) ÷ sin adj ÷ sin adj
ang = cos-1 ((cos opp – cos adj x cos adj) ÷ sin adj ÷ sin adj)
B = cos-1 ((cos PA – cos AB x cos PB) ÷ sin AB ÷ sin PB)
B = cos-1 ((cos 85 20 – cos 57 06 13.2 x cos 56 07) ÷ sin 57 06 13.2 ÷ sin 56 07)
B = S 108 31 18.88 W
ICo BA = 180 + 108 31 18.88 = 288 31 18.8

FCo = ICo BA ± 180 = 288 31 18.8 – 180 = 108 31 18.8
FCo = 108½
V1
E1 E2 E1
V2
Track is within E2 V2.

B V
S Hemisphere, Southerly course at B, Vertex is east of B
Use triangle PBV.

B = 180 – FCo = 180 - 108 31 18.8 = 71 28 41.2
PB = 90 – 33 53 = 56 07

PV = sin-1 (cos (90 – B) x cos (90 – PB))
PV = sin-1 (cos (90 – 71 28 41.2) x cos (90 – 56 07))
PV = 51 55 19.71 P
Lat V = 90 – 51 55 19.71 = 38 04 40.29 N and S V
sin (90 – PB) = tan (90 – P) x tan (90 – B)

tan (90 – P) = sin (90 – PB) ÷ tan (90 – B)
P = 90 – tan-1 (sin (90 – PB) ÷ tan (90 – B)) PV BV
P = 90 – tan-1 (sin (90 – 56 07) ÷ tan (90 – 71 28 41.2))
P = 31 00 10.38
90 - P 90 - B
DLon BV = 31 00.2 E
Lon V = Lon B ± DLon BV 90 - PB

Lon V = 018 26 E + 031 00.2
Lon V = 049 26.2 E
Lat V = 38 04.7 S
Lon V = 049 26.2 E
395
2 When carrying out the appraisal of the Caribbean leg of the passage, it is noted that several
hazards will be encountered.
a) Describe EACH of the following:
i) the navigational hazards that are likely to be encountered; (12)
ii) the meteorological hazards that are likely to be encountered. (8)
b) datasheet Q1.3 shows an alternate route from the Mississippi delta to the exit channel from the
Caribbean, passing through the Old Bahama Channel and the Mona Passage. Comment on why this is
not listed as an alternate route for the proposed passage. (8)
c) Outline the watchkeeping procedures that should be implemented to deal with the hazards
described in Q2a). (12)
i) 4.11 Strong northerly currents may be experienced in the Yucatan Channel.

4.15 Charts may be based on old and imperfect surveys.
Depths may be less than those charted due to coral growth.
Depths may be less than charted due to imprecise surveys.
Many banks and cays are generally steep giving little or no warning of their presence.
4.26 Strong onshore sets are possible along the south coast of Cuba.
ii) Hurricanes in the summer.

Heavy rain and thunderstorms from May to December.
Squalls at any time.
Low visibility in rain.
( in the Gulf, Gale force Northerly winds near the coast.)
b)
Hurricanes track north of Cuba, limited manoeuvring room.
Poor surveys.
Strong currents.
Shoals.
Shallow water.
Adverse current.
c)
Master to be readily available when in the vicinity of hazards.
Master to be on bridge at critical points.
Echo sounder run whenever in the vicinity of banks and shoals.
Position fixing by appropriate means and cross checks between methods.
Increased frequency of position fixing along the south coast of Cuba due to onshore sets.
Radar performance monitored and clutter controls used appropriately in rain.
Frequent meteorological observations, hourly, particularly during hurricane season.

Atmospheric pressure, swell, wind direction and force, and cloud cover are particularly important.
Monitor communications for weather warnings.
3 On Worksheet Q3, chartlet of the South Atlantic Ocean, indicate each of the following:
a the general pressure distribution over the ocean; (5)
b the general wind circulation; (10)
c the main ocean currents; (15)
d any environmental hazards
a)
Low over equator.
High in tropics
Low in mid-latitudes
396
b)
Anticlockwise circulation.
From tropical high to equatorial low, SE trades.
From tropical high to mid-latitude low, Westerlies.
On east side of tropical high, southerly.
On west side of tropical high, northerly.
c)
Anticlockwise circulation.
South Equatorial Current, westwards, divides on east end of South America, one branch crossing equator.
Brazil current, southwards.
Southern Ocean Drift, eastwards.
Benguela Current, northwards.
Others.
Falklands Current, northwards from Cape Horn.
d) There has been one Hurricane, in 2004 March.

Polar Frontal Depressions in mid-latitudes.
Extreme single waves in extensive strong wind and wave fields.
Fog off west coast of S Africa.
Ice and icebergs in high latitudes.
4. Whilst on passage across the South Atlantic Ocean, the Master wishes to verify the accuracy of the
GPS using celestial observations.
a) Discuss the availability and use of celestial observations to verify the vessel's position. (8)
b) The vessel intends to take star sights during morning twilight on the 26th September, whilst in DR
position 22° 17' S 042° 36' W. Ships time (GMT –3 hrs)
With reference to Datasheet Q4:
i) determine which stars are available for observation, stating their altitudes and azimuths; (14)
ii) state, with reasons, which stars are best suited for a four star fix. (8)
c) Discuss the factors that should be considered when selecting stars for determining the vessel's
position. (10)
a)
Star sights are available twice a day, at morning and evening twilight, provided the sky is sufficiently
clear of cloud.
Sun, Moon and Venus are available during the day during certain periods.
The above enable sights to be taken over short time intervals, and give positions accurate to
approximately one Nautical Mile.
During the day, when the Moon and Venus are not available, a running fix using sun sights may be used,
but is of limited accuracy due to uncertainties in the transfer of position lines.
b) i)
CT 30S 26 05:21
CT 20S 26 05:24
LC T1, 10, 02 17, 00:03 00:01 –
LIT 042 36 ÷ 15 02:50 +
CT 26 08:13
Middle day, no interpolation.
GHA A 26 08 125 00.8

Inc 13 A 003 15.5 +
Lon 042 36 W –
397
LHA A 085 40.3
Cap
Pol
Lat 22S LHA 086
Alt TB
Capella 21 42 354 Pro
Ham
Pollux 31 12 031
Procyon 51 00 049
Suhail 43 10 129 Suh
Canopus 58 24 169
Achernar 33 27 215 Ach
Hamal 20 09 307 Can
398
ii)
Capella and Canopus.
Procyon (or Pollux) and Achernar.
Bright stars,
at reasonable altitudes,
in opposite directions,
in pairs at a wide angle from each other.
c)
Bright stars are easiest to observe.
Stars at low altitudes are likely to be obscured by cloud, haze etc.
Stars at high altitudes are difficult to observe accurately.
Pairs of stars on approximately opposite bearings help to reduce the effects of systemic errors.
A wide spread of position lines helps reduce the effects of errors.
The extent and position of cloud cover on the occasion may reduce the range of options available.
The presence of land may restrict the range of horizon available.
The quality of the horizon may vary in different directions and affect the choices made.
5. Masters standing orders form an important part in ensuring the safety of the navigational watch.
a) Describe the contents of Masters Standing Orders, outlining the factors that should be taken into
account when compiling them. (20)
b) Compile masters Standing Orders for EACH of the following situations:
i) making a landfall; (10)
ii) maintaining an anchor watch. (10)
a)Masters Standing Orders (SO) should be used as a supplement to other available publications, such as
Bridge Procedures Guide and Company and ISM Manuals, to make it clear to the OOW exactly what his
duties and responsibilities are when on watch.
SO should be written with the particular vessel in mind as check lists in the Bridge Procedures Guide tend
to be generic.
SO should start with a general section which covers factors which are common to all watchkeeping
situations.
Amongst these that should be covered are:
Keeping a lookout
Manning on the bridge
Distress situations
Protection of the Marine environment
Use of navigation equipment
Passing distances
Calling the Master
Procedure for Master taking the con
This should be followed by more detailed advice covering the following watchkeeping situations:
Ocean Passages
Coastal Passages
Traffic separation schemes and confined waters
Navigation under pilotage
Restricted visibility
Heavy weather ice TRS
At Anchor
In Port
Preparation of Arrival Departure
399
b)
i. Making a Landfall
If possible check electronic position fixing aids using celestial observations.
Obtain latest weather forecast for area.
Obtain latest navigational warnings and if necessary amend passage plan.
Update charts for latest navigational warnings.
Engine room to be kept informed of expected time of standby
Check stability, ballast and trim requirements
Update tidal information with particular regard to tidal streams
Ensure extra lookouts posted in ample time
Obtain compass and gyro errors and ensure echo sounder is operational to monitor expected time of
obtaining soundings
Endure radar is working at maximum efficiency so that targets may be detected at maximum range.
ii. Maintaining an Anchor Watch

Vessels position to be monitored by all available means, preferably using visual observations.
Where possible transits should be used to check for vessel dragging anchor.
Keep a careful watch on other vessels approaching or moving with the anchorage
Ensure that the vessel has sufficient swinging room to allow for possible change of tidal stream
Ensure regular patrols of deck and accommodation spaces are carried out and that the ships security plan
is implemented, especially where there is a risk of piracy
Monitor appropriate VHF channels for information regarding pilots or shipping movement within the
area
Monitor weather carefully and ensure that all lights and shapes, sound signals etc are displayed.
400
All questions refer to a fully laden iron ore carrier (106 000 GT) which is to make a passage from
Darwin (N Territory, Australia) to Iqueque (Chile), via the Torres Strait, in March.
1. a) Using Datasheets Q1(a)(1)-(3):

i) outline the recommended route from Torres Strait to Iqueque; (8)
ii) identify FOUR potential hazards to navigation which should be taken into account during the
appraisal of the passage. (12)
b) With reference to Datasheet Q1 (b), describe the general weather and winds that may be
expected on passage from the Torres Strait to Iqueque. (20)
a)
i) From Darwin as navigation permits to Torres Strait.
Through Bligh Entrance thence through 28 30 S 170 00 E, passing S of Bellona Reefs and the submarine
volcano
27 45 S 169 09 E.
Great Circle to Iqueque, passing close south of Isla San Ambrosio.
ii) Tropical Revolving Storms north of Australia and in Coral Sea.

Out of date and innacurate surveys.
Growth of reefs in Coral Sea.
Depth changes due to seismic activity in western part.
Polar Frontal Depressions south of 40 S.
Extreme single waves in southernmost areas of passage.
Poor visibility off S American coast.
b) March is late Summer.
From Darwin through Torres Strait to approximately 30 S.

SE Trade winds f4 rising to f5 to f6 at times.
Partly cloudy, cumulus.
Showery precipitation.
Moderate seas and swell from East.
Dust haze north of Australia.
Tropical Revolving Storms are possible.
30 S to 40 S
Sub tropical anticyclone.
Light variable winds.
Clear to partly cloudy.
Little precipitation.
Swell from high wind waves in the higher latitudes
South of 40 S
Polar Frontal Depressions.
Predominantly westerly winds, but very variable around depressions.
Cloudy to overcast in vicinity of fronts.
Moderate to heavy precipitation in vicinity of fronts.
Heavy swell from high wind waves in the vicinity, and from the extreme wind waves in higher latitudes.
Intermittent spells of good weather in anticyclones and ridges between depressions.
Approaching South America.

Southerly winds on the east side of the anticyclone.
Low temperatures due to the Peru current.
Reduced visibility due to the cold current, advection fog.
Little precipitation.
Swell from the wind waves in higher latitudes.
401
2 The vessel is to sail the shortest route from 28 30.0 S 170 00.0 W to 20 12.0 S 70 10.0 W calculate
a) The distance; (10)
b) the position of the vertex; (15)
c) the distance off Isla San Ambrosia 26 20.0 S 079 52.0 W, when the vessel crosses latitude 26 20 S.
(25)
a)
AB = Dis
P = DLon = Lon B ± Lon A = 070 10 W + 170 00 E = 240 10 W ~ 360 = 119 50 E.
PA = 90 - 28 30 = 61 30
PB = 90 - 20 12 = 69 48

= 104 12 49.57 x 60 = 6252.826122 NM
= 6252.8 NM
b)
A = tan Lat ÷ tan LHA = tan Lat A ÷ tan DLon = tan 28 30 ÷ tan 119 50 = -0.3113732854 = 0.3113732854 S
B = tan Dec ÷ sin LHA = tan Lat B ÷ sin DLon = tan 20 12 ÷ sin 119 50 = 0.4241365576 S
C = A ± B = 0.3113732854 + 0.4241365576 = 0.735509843 S
Az = tan-1 (1 ÷ C ÷ cos Lat)
ICo = tan-1 (1 ÷ C ÷ cos Lat A) = tan-1 (1 ÷ 0.735509843 ÷ cos 28 30) = 57 07 20.05
B
sin mid = cos opp x cos opp V W
sin PV = cos (90 – PA) x cos (90 – A) A
PV = sin-1 (cos (90 – 61 30) x cos(90 – 57 07 20.05))
PV = 47 33 58.34
Lat V = 90 – 47 33 58.34 = 42 26 01.66

= 42 26.0 S

sin (90 – PA) = tan (90 –P) x tan (90 – A)
tan (90 –P) = sin (90 – PA) ÷ tan (90 – A) P
P = 90 - tan-1 (sin (90 – PA) ÷ tan (90 – A)) V
P = 90 - tan-1 (sin (90 – 61 30) ÷ tan (90 – 57 07 20.05))
= 053 33 54.5
Lon V = 170 00 E + 053 33.9 E = 223 33.9 E ~ 360 PV AV

Lon V = 136 26.1 W
c) 90 - P 90 - A
PW = 90 - 26 20 = 63 40
90 - PA V
Sin (90 – P) = tan (90 – PW) x tan PV
P = 90 – sin-1 (tan (90 – PW) x tan PV)
P = 90 – sin-1 (tan (90 –63 40) x tan 47 33 58.34) VW PV
P = 57 13 14.86 E
Lon W = Lon V ± DLon VW 90 - W 90 - P

= 136 26 1.62 W – 57 13 14.86 E
= 79 12 46.86 W 90 - PW
402
DLon I W = Lon I ± Lon W
= 79 52.0 – 79 12 46.86
= 000 39 13.14
Dep = DLon x Cos M Lat

= 000 39 13.14 x cos 26 20
= 35.1 NM = Dis Off.
3 On departure the vessel is expected to have a maximum draught of 14.0 m.

En route to the main outbound channel the vessel is required to cross a sand bank with a charted
depth of 9.4m, approximately 20 minutes steaming from the berth. The Master has stated that the
vessel must have a minimum UKC of 1.0m and in addition, an allowance for squat of 10% of the
draught must be considered.
In the event the vessel completes cargo at 1900 standard time on the 21st March.
a) using Worksheet 3(a), determine the latest time the vessel can leave the berth on the PM ebb tide
of the 21st March and comply with the Master’s requirements. (20)
b) Just prior to sailing the Chief Engineer advises that there is a problem with the engine which
requires a replacement Part to be fitted. In the event the repair is completed at 2300hrs (standard
time) on the 22nd March.
Determine the earliest tide the vessel can sail on thereafter. (5)
c) Explain how meteorological conditions can influence the accuracy of tidal predictions. (15)
a)
Waterline
Draft 14.0 HoT

Keel CD
Squat 1.4
Charted Depth 9.4
+ UKC 1.0
Sea Bed
Draft 14.0
10% Squat 1.4
UKC 1.0
WL to Bed 16.4
Charted Depth 9.4
HoT 7.0
Standard Port. Darwin

HW 21 20:24 7.6
LW 22 03:06 0.5
Duration 06:42
Plot.
HW 21 20:24
Interval 01:15 +
Time required 21 21:39
Steaming 00:20 -
Depart 21 21:19
b)
Repairs complete 22 23:00

Next HW >= 7.0 m is Apr 03 19:08
403
404
c) Height of Tide can be reduced by:
High atmospheric pressure reducing the sea level, approximately 1 cm per hPa difference from standard.
Winds blowing away from the area, moving water out of the area.
Wind blowing parallel to a coast setting up long waves.
Drought conditions reducing river flow in estuarial and river ports
Height of Tide can be increased by:

Low atmospheric pressure increasing sea level, approximately 1 cm per hPa difference from standard.
Wind blowing into area, moving water in to the area.
Wind blowing onshore generating a storm surge due to onshore waves.
Wind blowing parallel to a coast setting up long waves.
Heavy rain increasing river heights in estuarial and river ports.
The time of high and low water may similarly be influenced.
4.
a) Outline the main components of the Global Maritime Distress and Safety System (GMDSS) (15)
b) Describe the criteria used to determine the GMDSS equipment required for an ocean going vessel.
(8)
c) Outline the GMDSS equipment which must be carried for the proposed voyage from Darwin to
Iqueque. (7)
a) There are three main components of the GMDSS system:
Space component: Consists of a number of satellites, some in geostationary orbit around the earth, some
in polar orbits, arranged such that at any point on the earth’s surface there is one or more satellite
above the horizon at any one time.
Three satellites maintain a continuous watch on certain distress frequencies (eg 406 MHz EPIRB Satellite)
and when a transmission is detected the information is then passed down to dedicated receiving stations
on earth. Information from two or more satellites allow the position of the transmitter to be
determined.
Ground Based Component: This consists of the satellite receiving stations, Coast Radio Stations and
certain Rescue Co-ordination Centres (RCC).
These are interlinked and the RCC can usually take control of any distress situation originated from
either satellite or Coastal Radio Station.
Receipt of distress signals sent on certain specified radio frequencies (DSC channels either VHF, MF or
HF) at a coastal radio station can then put SAR assets into action when received by the RCC. Certain
Coast Radio Stations may be able to receive all (VHF, MF, HF) frequencies or may only be able to deal
with VHF MF.
Coast Radio Stations are designated to transmit on 518 kHz which is the frequency used to carry NAVTEX
information which is available on a world-wide basis.
Mobile Based Component: These include ships and aircraft and the communications equipment that they
require to have onboard depends on the area of operation of the unit.
All vessels must now carry satellite EPIRB plus NAVTEX receivers. Other equipment may be VHF, MF, HF
or Satellite communications or telex.
b)
The concept of sea areas are used to determine the type of equipment required:
Sea Area A1 An area where any vessel will always be in range (20-30 miles)
of a VHF DSC Coast Station
Sea Area A2 An Area where any vessel will always be in range (100 – 150
miles) of an MF DSC Coast Station (Excluding Area 1)
Sea Area A3 An area where any vessel will be within coverage of an
INMARSAT Communications satellite (Excluding A1 and A2)
within the limits of latitudes 70N and 70S.
Sea Area A4 Any area not covered by A1, A2, A3. (Polar regions)
405
c)
Vessel will be transiting areas A1, A2 and A3 therefore equipment required will be as follows:
VHF Radio (DSC Ch 70, 16, 13, 6)

2 SARTS
Navtex Receiver
406 MHz or 1.6 GHz EPIRB
Plus
INMARSAT C ship station
MF Radio Installation + MF DSC watch receiver
Or
MF HF Radio Installation
MF HF DSC Watch Receiver
INMARSAT ship station
5. Whilst approaching the coast off Iqueque, in dense fog, the OOW makes the following observations
on the radar (12 Mile Range). The vessel is steering 050°(T) at 10.0 knots.
Target A Target B Target C

Time Bearing Range Bearing Range Bearing Range
0810 075(T) 11.0 336(T) 11.1 170(T) 6.0
0822 075(T) 9.0 337(T) 9.3 170(T) 5.2
0834 075(T) 7.0 338(T) 7.6 170(T) 4.4
a) On worksheet 5. complete the plot for all three targets. (10)

b) Prepare a full report on all three targets at 0834hrs. (15)
c) Determine the maximum speed required after 0846hrs to ensure that all targets clear the vessel
with a minimum CPA of 2.0 miles. (15)
Note: assume change of speed has instantaneous effect.
a)
WO = 10.0 x 00:24 = 4.0 NM
b)
T to / of CPA
A 7.0 ÷ 4.0 x 00:24 = 00:42+ 08:34 = 09:16
B 7.6 ÷ 3.5 x 00:24 = 00:52+ 08:34 = 09:26
C 4.4 ÷ 1.6 x 00:24 = 01:06+ 08:34 = 09:40
Speed
A 1.8 NM ÷ 00:24 = 4.5 kn
B 4.7 NM ÷ 00:24 = 11.75 kn
C 5.0 NM ÷ 00:24 = 12.5 kn
Aspect
A 333 ~ 255 = 078
B 098 ~ 158 = 060
C 034 ~ 350 = 044
406
A B C
Bearing 075 338 170
Tendency Steady Closing slowly Steady
Range 7.0 7.6 4.4
Tendency Closing Closing Closing
CPA Range 0.0 0.8 0.0
T to CPA 00:42 00:52 01:06
T of CPA 09:16 09:26 09:40
Course 333 097 034
Speed 4.5 11.7 12.5
Aspect R078 G061 R044
c)
08:46 – 08:34 = 00:12
OP
A 4.0 x 00:12 ÷ 00:24 = 2.0
B 3.6 x 00:12 ÷ 00:24 = 1.8
C 1.6 x 00:12 ÷ 00:24 = 0.8
WO1
A = 1.8
B = 3.2
C = 2.0
A requires lowest speed.
Speed = 1.8 ÷ 00:24 = 4.5 kn
407
408
SQA Navigation 2006-03-28 New
1. A vessel is to carry a gas separation module, for an oil production platform, from Jacksonville
(Florida, USA) to Trondheim (Norway). On completion of loading the vessel will be 210 tonnes over
her winter displacement. The vessel consumes 42 tonne of fuel and water per day at a service speed
of 16 knots. The vessel is expected to sail on the morning of 11th April.
The charterers have requested that the vessel takes the shortest possible distance to position
61 14.0 N 6 40.0 W and thence proceed directly to Trondheim Pilot station, however the vessel must
stay outside the accepted iceberg limit as stated in Ocean Passages of the world.
The Master is to use a departure position of 30 00.0 N 79 40.0 W.
With reference to datasheet Q1(A)-(B) and using worksheet Q1(b):
(a) calculate the shortest possible distance between the departure position and 61 14.0 N 6 40.0 W
(40)
(b) On Worksheet Q1(b) indicate the route to be followed to 61 14 N 6 40.0 W (10)
a)
210 mt ÷ 42 t d = 5 d
5 d x 24 h x 16 kn = 1920 NM
April 11th and 16th WNASZII is Summer
GC to corner of WZ
A 30 00 N 079 40 W
WZ 36 00 N 050 00 W
DLon 029 40 E
Using W Q1(b) as gnomonic, corner is before Vertex.

No intrusion into WZ.
Plot Great Circle A to 36 N 050 W.

Track does not enter Winter Zone.

Dis = cos-1 (cos 29 40 x sin 60 x sin 54 + cos 60 x cos 54)
Dis = 25 29 13.1 x 60 = 1529.2 NM
1920 – 1529.2 = 390.8 NM
Limit of WNASZI = 45 N
DLat 36 to 45 = 9 x 60 = 540 NM
Vessel will not reach 45 N before Apr 16.

WNASZI will be Summer.
Ice Limits 40 N 040 W
409
GC to IL
WZ 36 00 N 050 00 W
IL 40 00 N 040 00 W
DLon 010 00 E

Dis = cos-1 (cos 10 x sin 54 x sin 50 + cos 54 x cos 50)
Dis = 8 49 47.17 x 60 = 529.8 NM
Dis so far = 1529.2 + 529.8 = 2059.0 NM

>1920 NM.
Winter LL now exposed.
Passage through WZ around is UK acceptable.
GC to B
IL 40 00 N 040 00 W
B 61 14 N 006 40 W
DLon 033 20 E

Dis = cos-1 (cos 033 20 x sin 50 x sin 28 46 + cos 50 x cos 28 46)
Dis = 29 22 14.34 x 60 = 1762.2 NM
Dis = 1529.2 + 529.8 + 1762.2 = 3821.2 NM
b) See chartlet.
410
411
412
2. An accommodation module for the platform in Q1 is to be loaded onto a barge and towed, from its
building dock in Nantucket Bay, to Boston for transhipment to a heavy lift vessel. The route is via
Cape Cod Canal (ATT2805).
With the module in its loaded position the barge has a freeboard of 4.6 m. The overall height of the
module and its supports is 18.3m above the deck of the barge.
The tow must pass under a bridge at the entrance to the Cape Cod Canal which has a charted
elevation of 25.2m.
US Federal regulations state that a minimum clearance of 4m below the bridge must be maintained
at all times.
Using the Pacific and Atlantic Tide Tables and worksheet Q2, determine the latest time the tow can
pass under the bridge on the AM flood tide on the 9th April and still comply with the Federal
regulations. (30)
Obstruction
Clearance 4.0
Truck Height 25.2
Deck Cargo 18.3
Freeboard 4.6 MHWS

Waterline
HoT CD - MHWS
CD
Standard Port Boston 2809
Secondary Port Cape Cod Canal 2805
SP MHWS 3.1
2P Height Difference -0.3
2P MHWS 2.8
Clearance 4.0
Deck Cargo 18.3
Freeboard 4.6
Obstruction to Waterline 26.9
Height 25.2
MHWS 2.8
Obstruction to CD 28.0
HoT 1.1
Date April 09
Require Latest time HoT = 1.1 Morning Flood
Time Height
LW HW LW HW
SP P 05:48 12:03 -0.4 3.4
SP SC Neg Neg
SP U -0.4 3.4
D 00:00 00:00 -0.1 -0.3 By inspection
2P U -0.5 3.1
2P SC Neg Neg
2P P 05:48 12:03 -0.5 3.1
LW 05:48
Duration 06:15
Diagram
HW 12:03
Interval -03:20
Time 08:43
413
414
415
3. The vessel in Q1 is fitted with all modern aids to navigation and communications systems,
including GPS, ECDIS, ARPA and Loran C.
a) Outline the availability and likely accuracy of EACH of the following position fixing methods when
used on an ocean passage in high northern latitudes in summer:
i) Loran C; (5)
ii) Celestial observations. (5)
b) Outline the MAIN features of an Electronic Navigation Chart (ENC). (10)
c) Outline the current MCA guidance regarding the use of Raster Navigation Charts in ECDIS systems.
(10)
a)
i) The claimed accuracy of Loran C is approximately  0.25 miles when groundwave reception is available
and  2.0 miles when only skywave available.
Range is approx 1200' for groundwave reception but can double to 2400' for skywave coverage, however
accuracy tails off with increasing distance. Currently there are two chains on E.Coast USA Canada which
could give coverage for part of the voyage and US coastal waters. Availability:- 24 hrs a day.
ii) Celestial observations:

Multiple bodies observed at short time intervals, stars or sun / moon / Venus, accuracy should be in
order of  2mls on an ocean passage.
Running fixes using sun are subject to more errors due to run between observations.
Star fixes available twice a day during twilight, sun / Moon / Venus and sun-run-sun during daylight
hours.
All dependent on clear skies and visible horizon.
b)
An electronic chart is basically a database of all the charted features to be found on charts covering a
specified area.
Each charted feature has its own set of entries in the database, e.g. a lighthouse will have its charted
position stored on the database. Attached to this entry will be all the information concerning the light
that could be found on the chart:
e.g. Type of structure
Characteristics
Elevation
Nominal range, etc.
Items stored on the database would include depths (individual + contours), rocks, buoys, lights, TSS
wrecks etc.
The fact that each feature can be stored individually means that the user can choose (with some
restrictions) what is displayed, e.g. all depths shallower than a stated depth could be shown but depths
greater than the stated depth would not be shown.
This is known as layering and could be used to show only the salient features necessary for the safe
navigation of the vessel. As the vessel moves through an area, the computer system will look for features
within the radius of the ECDIS display. It will display features which come within range and discard
features as they move out of range. This allows for a seamless display as the vessel transits an area.
There are set standards specifications laid down by IHO regarding EUC but few systems meet all the
requirements.
c)
The Raster Navigational Chart (RNC) is a digitised scan of an actual Admiralty chart and thus has the
same accuracy as a paper chart.
The system lacks the sophistication of the ENC as when the vessel reaches the edge of an RNC the display
will go blank unless adjoining chart is available in RNC format.
Current guidelines regarding RNC are such that paper charts must still be carried and used for
navigation.
MGN 63 gives general guidance of the use of electronic chart systems and use of each type of chart.
MGN 193 gives detailed guidance on how the requirements for paper charts may be reduced by carrying
out risk assessments on the major problems that may be encountered when using RNC's.
416
Points to be considered, include:
Are there RNC charts with sufficient detail of coverage for intended passage
Failure of vital components of the ECDIS system
4. Whilst navigating in the approaches to Trondheim the vessel will be required to use a traffic
separation scheme.
a) Outline the bridge procedures to be adopted when approaching or navigating in a traffic
separation scheme. (15)
b) state, giving reasons, the manning requirements of BOTH the bridge and engine room for the
situation described in Q4(a). (15)
c) Explain the precautions that should be taken when using parallel indexing to monitor the vessels
progress along its track. (10)
a.)The Master should be called in ample time to allow him:

i. To observe the navigational and traffic situation in the approaches to the T.S.S.
ii. The engines should be on standby and E R manned.
iii. Both steering motors should be engaged prior to the entering of T.S.S.. The Helmsman should switch
to hand steering in ample time to allow him to gauge responsiveness to helm orders.
iv. Extra lookouts to be posted prior to entering T.S.S.
v. Watertight doors to be closed
vi. Major navigational equipment to be tested, with particular reference to performance of radar ARPA
and the errors of the compass.
vii. Systematic plotting of all targets commenced well before entering the scheme.
viii. Speed adjusted to that commensurate with observed traffic density and available searoom.
ix. Frequency of position fixing to be increased and all major navigational marks to be identified visually
and by radar.
x. Check visibility using radar range to nearby targets and navigational lights
b)
Bridge Team to consist of:
Master: to be in overall control and responsible for collision avoidance.
OOW: responsible for navigation and advising master of early warning of radar targets causing concern
Helmsman: as vessel may need to manoeuvre quickly
Lookout: due to increased traffic density and possibility of small craft in area.
If the navigation is critical then it may be prudent to call a second OOW to Bridge. This will ensure:
OOW 1 - To concentrate purely on navigation and
OOW 2 - To look after collision avoidance.
Master can then take an overview of situation with information being fed by both OOWs
Engine Room Team consists of:

Chief Engineer: to take care of E R and monitor overall condition of machinery and liaise with Bridge
from E R control room.
EOOW: to assist Chief Engineer and if necessary attend to alarms
GP Rating: to assist EOOW
In confined waters, reduced visibility or heavy traffic where failure of propulsion or steering gear could
rapidly put ship in danger, consideration should be give to having electrician or second EOOW available.
c)
When using PI techniques OOW must still fix vessel position on chart. The following checks must be
carried out prior to using PI:
i. Targets to be used for tracking must be positively identified and should not be chosen if they are likely
to be confused with other targets in vicinity.
ii. The overall performance of the radar to be checked prior to and more frequently during the passage
when using PI.
iii. Timebase must be accurately centred on own ship.
iv. The heading marker should be checked for alignment with ships F+A line.
v. The Gyro error should be determined prior to using PI and should be allowed for.
417
vi. If possible check accuracy of VRM and range rings against a fix from secondary navigation system (e.g.
GPs)
vii. OOW should be aware that changing range scales may necessitate re-positioning the PI lines.
5. Whilst in the traffic separation scheme the following observations were made on radar (6’ Range
Scale). Own vessel was proceeding on a course of 125T at 8 knots down the centre of the SE bound
Lane. Visibility was estimated to be 7 cables in fog.
Target A Target B Target C

Time Range Bearing Range Bearing Range Bearing
1010 5.70 172.0T 4.5 104.5T 3.5 305.0T
1016 4.60 173.0T 4.0 105.5T 3.0 305.0T
1022 3.50 174.0T 3.5 106.0T 2.5 305.0T
a) On Worksheet Q5 – Radar Plotting Sheet, prepare a full report on all THREE targets. (30)
b) Determine the required alteration of course at 1028hrs to pass target A at a distance of one mile,
assuming all alterations of course and or speed are instantaneous. (10)
c) Comment on the navigational significance of your action. (5)
d) If own vessel resumes course at 1040hrs, determine the new CPA of Target B. (5)
a)
WO = 8.0 x 00:12 = 1.6 NM
T to CPA
A 3.5 ÷ 2.2 x 00:12 = 00:19
B 3.5 ÷ 1.0 x 00:12 = 00:42
C 2.5 ÷ 1.0 x 00:12 = 00:30
Speed
A 1.5 NM ÷ 00:12 = 7.5 kn
B 0.8 NM ÷ 00:12 = 4.0 kn
C 2.6 NM ÷ 00:12 = 13.0 kn
Aspect
A 035 ~ 354 = R041
B 156 ~ 286 = G130
C 127 ~ 125 = G002
A B C
Bearing 174 106 305
Tendency Opening slowly Closing slowly Steady
Range 3.5 3.5 2.5
Tendency Closing Closing Closing
CPA Range 0.3 0.5 0.0
T to CPA 00:19 00:42 00:30
T of CPA 10:41 11:04 10:52
Course 035 156 125
Speed 7.5 4.0 13.0
Aspect R041 G130 G002
A Crossing vessel, R19, do not alter to port.

B Overtaken vessel, may be joining TSS, alteration either way, port clears faster.
C Overtaking vessel, alteration either way if necessary to avoid close quarters situation.
Bold alteration to starboard will resolve all situations.

Reduction of speed does not clear C.
b)
418
10:28 – 10:22 = 00:06
AP
A 2.2 ÷ 00:12 x 00:06 = 1.1
Required Course 188.
c)
Vessel is no longer proceeding with the general flow of traffic.
This is permitted (Rule 10) if necessary to manoeuvre to avoid immediate danger.
Vessel will have to monitor position in relation to Separation Scheme, and take appropriate further
action if approaching Separation Line or Zone.
d) Target B
AP = 1.0 x 00:06 ÷ 00:12 = 0.5
PQ = AO1
CPA 008 x 0.4 NM
419
420
Question 1
This question tested the candidate’s knowledge in the following areas
a) Ability to perform Great Circle / Composite Great Circle calculations
b) Ability to lay off tracks on a gnomonic chart
c) Ability to appraise information presented to them in a variety of formats
The vast majority of candidates were able to perform the calculations very well.
The usual mistakes were made but these were not common; examples of these are given below.
Incorrect application of Napier’s Rules i.e. using the wrong formulas or not using the complementary
function when required.
Using the latitude as the d’long in the cosine formula and vice versa
Using the latitude instead of the co-latitude in the basic cosine formula
Using the wrong formula to calculate d’long in parallel or plane sailing
Most candidates were able to lay off great circle tracks on the worksheet correctly, however many laid
these off to the wrong position on the gnomonic chart, after having been given the start departure and
arrival position in the question.
A number of candidates laid off GC tracks as curves on the gnomonic chartlet. It should be noted that a
considerable number transferred the track to the loadline zone datasheet, although this was not
required.
Some of the above drew tracks labelled as great circles as straight lines on the Mercator chartlet (Q1B)
The major error candidates made in this question was in the appraisal of the information presented, This
took the form of a datasheet giving information on the ice limits and a chartlet on which a set of loadline
zones were indicated. The zones were chosen to limit the number of options that a candidate had
available to them and hence make the appraisal easier.
The seasonal zones as per MSN 1752 are somewhat different, however the question clearly stated the the
candidate was to refer to the datasheet and chartlets.
The question asked students to determine the shortest possible route across the North Atlantic Ocean,
without entering the winter zone until at the winter marks and also to avoid entering the accepted ice
limits.
This involved crossing seasonal loadline zones which were marked on the gnomonic chart and also on a
separate datasheet. The latter had the dates for which each zone was effective.
The vast majority of students paid no attention to the information on datasheet 1B and simply assumed
that the winter seasonal Zone II was in effect all year round, thereby necessitating a composite leg until
the fuel had been burned off, although reference to the dates would clearly show that the winter
seasonal zone had reverted to a summer zone prior to the vessels departure from Boston, hence the
vessel was free to enter it.
Only a small minority of students made any reference to this change in status of the zone.
Many of those students who transferred the tracks onto the Mercator chartlet should have noted that the
transferred track passed straight through the wording regarding the dates when the zone was in effect
but took absolutely no notice.
Most candidates managed to determine the ice limits correctly but few drew these on the chartlet, some
of those who did ran the proposed track straight through it. There were also a considerable number who
did composite great circles to latitudes of 40° or 45° North. Again the fact that these tracks went
through the marked permanent winter zone (adjacent to the US coast) and the ice limit was totally
ignored.
The above were reflected in the marks awarded although credit was given for accurate calculation for
the distance of the chosen route.
Candidates should be advised to study the datasheets carefully and extract the information that is
relevant to the question only.
Question No. 2
Some candidates attempted this question very well. The question was on the whole very poorly
answered.
The errors made were numerous and often the calculation included a combination of several errors, most
of which were considered as errors of principle.
The common errors are listed below;
Trying to determine the required HoT without reference to a diagram.
Failure to allow for the height of MHWS at the Secondary port when determining the height of a bridge
421
above chart datum, or using MHWS at the standard port instead.
Failure to allow for MHWS actually gave a negative height of tide required but most candidates simply
ignored this.
Using MHWS as the Height of Tide required.
Entering the tide tables with the i) wrong day, ii) the wrong standard port, iii) the wrong secondary port.
Extracting information for an ebb tide instead of the flood tide or using the PM flood tide instead of the
AM tide.
Failure to apply the height correction for the secondary port or calculating the height correction using
the wrong method.
Apply the height correction for the secondary port, as the seasonal correction.
Applying the height correction with the wrong sign.
Plotting the height of low water incorrectly i.e. on the wrong side of the datum line.
Adjusting the scale of the tidal curve to allow for LW being negative but failing to apply the same
correction to the required height of tide.
Plotting HW and LW using an inappropriate scale, i.e. a different scale for HW and LW.
Failing to allow for the duration of the tide or applying this correction to the wrong curve, e.g. many
people correctly determined that the duration of the tide was 6h 15 m but interpolated between the 5h
and 6h curves.
Plotting the data correctly but using time required instead of the flood curve, i.e. determining the time
after high water.
Others include
Errors in reading the correction to high water from the time scale below the curve.
Failure in applying the time correction extracted from the tidal graph to the time of Low water instead
of High water time.
As stated earlier a large number of candidates had a combination of several of the above. If candidates
had made a quick check of their calculated HoT to see whether it agreed with their original premise they
may have noticed that it was just not credible.
Many students simply did not attempt this question. whilst it is accepted that there are numerous
proprietary software packages which will perform tidal calculations, those may be available free of cost
on the internet, it is expected that candidates presenting themselves for Chief Mates examinations
should have a thorough knowledge of tidal theory an calculation and should be more than capable of
doing these calculations manually.
Question no. 3
In general this question was poorly answered, including part a).
Loran C
In general, candidates’ knowledge of this system was very limited. Few mentioned it was available 24hrs
a day or the range for either ground wave or sky wave reception. Many thought that it was no longer
operational or could only be picked up very close to the US Coast.
A few thought that this was a GPS satellite based system and would be no use at high latitudes due to the
lack of satellites, although did say this was not a problem as GPS was always available.
One candidate claimed that the system used sound signals and therefore could only be used close to the
station as you wouldn’t be able to hear them at a long distance.
Many had no idea of the accuracy of the system or explained some of the factors that may affect
accuracy, in particular they mentioned the effect of the signal passing over ice, presumably pack ice and
that this would render any information of little use.)
Many thought that the system could only be used if lattice charts were carried on board.
Celestial Navigation.
One theme that kept recurring was that once the vessel went north of 36° N, celestial navigation would
be extremely limited due to the fact that the sky would be permanently obscured by fog and clouds. Also
that at higher latitudes all celestial bodies were to be found close to the horizon (including stars) and
therefore there would be too much refraction for accurate determination of the vessel’s position. There
would be no objects available at a suitable altitude. (This was a very commonly held belief.)
The presence of ice would also affect the ability of accurate sights being taken as the horizon would be
obscured. This was also commented on by the majority of candidates although the route they chose led
them clear of any floating ice and certainly clear of any pack ice.
A few candidates also stated that celestial navigation was not possible in the Northern hemisphere as
there was no data in the almanac.
Very few mentioned the availability of objects for celestial navigation during daylight hours or twilight
422
and even fewer mentioned the accuracy that could be obtained. Some mentioned that twilight lasted all
night long therefore no observation of stars would be possible.
There were also a considerable number who stated that because of the errors affecting the run between
sights, due to convergence of the meridians, any attempt at celestial observations would be pointless.
3b) Electronic Navigational Chart.
On the whole most candidates made a good attempt at this part and managed to come up with several
features, although there was some confusion about what constituted a database.
Many students tended to concentrate on the features of an integrated bridge system rather than the
electronic navigational chart.
Many candidates were unsure about the type of data that can be displayed on these charts and the fact
there is some user interaction possible.
MCA guidance
This was poorly answered and few candidates included any reference to M Notices or risk assessment.
Most were aware of the obligation to carry paper charts and the problems that might be encountered if
the raster chart coverage was not complete for the whole passage. Few mentioned backup systems,
datum problems, distortion, etc.
A considerable number of candidates merely stated the characteristics of a raster chart rather than any
guidance on their use.
As in Qu 2, many students did not even attempt this part of the question.
Question No. 4
4a On the whole this question was well answered, however some candidates simply stated the contents
of Rule 10 without mentioning what would be happening on the bridge.
Common errors were;
failing to notify the Engine room or Master prior to entering the TSS
failing to check the bridge equipment
not arranging a helmsman or lookout
failing to commence systematic plotting of targets
not including/having a briefing
failing to have the engines ready for manoeuvre
failing to test the engines or steering gear
failing to adjust the ships speed
4b Again this was reasonably well answered although a considerable number of students made mistakes
in the nature of the following;
Identifying the manning level on the bridge/engine room but giving no reason as to why that level was
required.
Giving reasons why an increased manning level was necessary but failing to state what that level would
be.
Specifying the manning levels required on the bridge/engine room and then giving reasons which did not
support there earlier statement; e.g. prescribing a low level of manning but giving reasons which
indicted a much higher level was required.
A considerable number simply referred to the checklist in the ICS Bridge Procedures Guide but did not
elaborate.
Many simply did not attempt this part.
4c On the whole this was poorly answered.
Few mentioned that the gyro error and heading marker alignment should be checked or that the range
VRM should be checked by alternative means. A lot of candidates discussed using inconspicuous low lying
objects, such as banks and shoals, which may be affected by tidal levels instead of saying that objects
used for indexing should be suitable and clearly identifiable by radar and on the chart.
Few mentioned the setting of the radar set. A lot of candidates insisted that this method could not be
used when in sea stabilised mode.
A considerable number of students simply discussed how to parallel index around a turn but made no
comment on any precautions that should be taken during this exercise.
Question no. 5
This question was reasonably answered for the most part.
5 a) The most common error was failure to plot targets on a suitable scale. a large number of candidates
plotted on the 12 mile range although the question indicated that observations had been made using the
6 mile range.
423
The plotting sheet supplied was scaled for the 12 mile range but it should be stressed to candidates that
radar plotting questions should be done with the largest scale possible to ensure accuracy. It should not
be beyond the ability of candidates at this level to adjust the scale on the plotting sheet to that
required.
It is expected that on board ship candidates would move to a lower range scale when considering targets
within 6 miles of the vessel.
Most candidates managed to construct the plotting triangles and obtain a CPA and the course and speed
of the target, but many made mistakes in determining the TCPA and the aspect of the targets.
Many failed to indicate the vectors correctly or identify them at all and a considerable number failed to
indicate the direction of motion or indicate the time.
Many failed to include an analysis of the three targets in the full report.
5 b) many candidates simply stated which way they would alter. e.g. an alteration of course to starboard
was required but there was no evidence of any construction to support this or any indication of how
much of an alteration was required.
A considerable number altered to port and a very few slowed down.
Another common mistake was that when the new ‘OW(or WO)’ line had been constructed, the new
course was not measured from the centre of the plot but rather the actual ‘OW’ line was extended out to
the bearing scale and the course taken where this line crossed the bearing scale.
When determining ‘OW’ a number of candidates failed to allow for the fact that when the manoeuvre
was to take place after the time of the last plot and the original OA was not carried forward. This would
have put them in a close quarter situation with the target they were trying to avoid.
5c) Only a handful of candidates mentioned that the vessel was taking avoiding action in a traffic
separation scheme and that this involved a large alteration of course to starboard, with the possible
consequences of such an action.
5d) The majority of candidates did not attempt this part at all.
General
Overall it would appear that many candidates either did not read the question properly or failed to
appraise the information that was presented and available to them. This was obvious from question 1.
It would appear that many candidates saw the reference of the ship being overloaded and automatically
assumed that this was a fuel burner type of question. Most failed to refer to the materials available to
them and refer to the datasheets provided.
It is important that when candidates are given datasheets, they should refer to those as some of the
marks for the question will undoubtedly be awarded for their ability to accurately appraise the
information contained therein.
This was also evident from the last navigation paper in November where a large number of candidates
simply ignored the contents of the datasheet.
In question 2, all markers expressed concern over the standard of candidate’s ability to manually carry
out a tidal calculation.
In many cases poor arithmetic was the main cause especially when dealing with negative numbers. This
could have been avoided had students approached this part systematically.
A considerable number of students obtained a negative tidal height required to get under the bridge.
This was due to the fact that they had neglected to allow for MHWS. This obviously led to consternation
in the next part of the problem as even at low water this height could not be achieved.
Instead of asking why the answer was not possible many simply changed the sign and proceeded to finish
the calculation.
Had the clearance under the bridge been more critical many would have simply hit the bridge. (there is
an extremely good video clip of the likely result which was shown at a recent CHIRP presentation).
A large number of candidates made multiple errors in this problem (with one making 8 principle errors).
It was also noted that a considerable number were not conversant with the difference between seasonal
height corrections and the height correction between the standard and secondary port.
In Qu 3 some parts were answered poorly, especially a) and c).
It was indicative that the knowledge of celestial navigation and Loran was very poor. Of particular
concern was the fact that many candidates were under the impression that as you went further north all
celestial objects moved closer to the horizon.
Many were also under the impression that the vessels position could be fixed using amplitudes.
Candidates should be reminded that guidance for the use of electronic navigation aids and other bridge
equipment can be found in many references, including MSN’s, MGN’s, the Bridge Procedures Guide and
many standard text books.
424
Qu 4 Many candidates failed to attempt section (c) of the question. Many gave answers that were very
similar to a previous paper which covered that difficulty of using radar when navigating in or near areas
with banks and shoals and low lying islands.
Qu 5 Most candidates made a reasonable attempt in part a) of this question although the comments
noted above should be considered. many treated the problem as a pure plotting problem but did not
relate the actual plot to the situation they found themselves in.
It should be emphasized to the candidates that in plotting problems accuracy in the construction of the
plot is very important and that an appropriate scale should be used.
It would appear that many students are still uncertain about the concept of aspect. A large proportion of
candidates were unsuccessful in this paper. Some scored very high marks, some getting reasonable marks
across all questions. However, analysis of the marks on a question by question basis would indicate that
questions 2 and 3 were the main areas where candidates had most problems.
425
1. A tug and tow is to make a passage from Cape Town (S. Africa) to Colombo (Sri Lanka) in early
May. With reference to Datasheets Q1(A)-(D):
a) Outline the navigational and environmental factors which should be taken into consideration when
appraising the passage; (14)
b) explain why there are multiple routes, for a passage from Cape Town to Colombo, both East and
West of Madagascar; (6)
c) describe the recommended routes available to the master for EACH of the following:
i) a passage West of Madagascar; (9)
ii) a passage East of Madagascar. (9)
d) if the vessel departs Cape Town at 2000hrs (ST) on the 2nd May,and follows the recommended
route Eastwards of Madagascar, calculate the ETA (ST) at Colombo if a speed of 7.5 knots is
maintained throughout. (12)
a)
6.55 Strong Agulhas current flowing S and W.
Heavy seas and swells in S gales, W of C St Francis
Strong local onshore sets in eddies between main and counter currents.
6.55.1 Abnormal waves off East London.
Area to be Avoided, 6 NM radius, centred on 35 01.7 S 020 51.2 E
6.57 Islands and shoals in N approach to Mocambique Channel.
Variable currents near W coast of Madagascar.
Strong SSW current on east side of Mozambique Channel.
6.67 Islands and shoal water at SE extremity of Seyshelles Bank.
Currents S of 5 S, near Wizard Reef.
W going current past N point of Madagascar.
b) In the southern part there are routes to avoid the adverse current, either inshore or offshore.
Because the Monsoon winds in the North Indian Ocean blow in opposite directions in Summer and Winter.
This leads to different adverse / favourable currents in the two seasons.
Heavy rain during the SW Monsoon can affect visibility and therefore the choice of landfall positions.
It also means that onshore / offshore winds are different in different seasons at various points along the
routes.
The monsoons are of differing strength in the different seasons, so some areas are subject to high winds
in one season, and not in the other.
c)
i) Cape Town, coastal to Durban.
J 27 15 S 036 00 E
D 17 00 S 042 15 E
N 08 30 S 050 40 E
30 NM NW of Wizard reef
30 NM E of Geyser Reef and Isles Glorieuses
One and Half Degree Channel
Colombo
or
Cape Town
A 36 45 S 019 00 E
B 34 30 S 032 30 E
C 30 00 S 038 20 E
D 17 00 S 042 15 E
as above from this point.
426
ii)Cape Town, coastal to Great Fish Point,
M 26 45 S047 45 E
S of Reunion and Mauritius
SE of Diego Garcia
Colombo
or
Cape Town
A 36 45 S 019 00 E
B 34 30 S 032 30 E
M 26 45 S047 45 E
As above from this point.
d)
6.67.6 Dis = 4450 N
PT = 4450 ÷ 7.5 = 593:20 = 24 17:20
Dep May 02 20:00 ST

TD 02:00 -
02 18:00 UT
PT 24 17:20
ETA 27 11:20 UT
TD 05:30 +
ETA May 27 16:50 ST
2. At 1000hrs GMT on the 12th May, whilst in position 24° 00.0’ S 52° 36.0’ E the Master of the tug
receives weather facsimile indicating a late season tropical Storm reported in position 16°S, 52° E.
the forecast track for the next 12 hours is 185° at 16 kts. The tug is presently steering 060°T at
7 knots.
a) i) On Worksheet Q2A plot the present position of the storm and the tug. (2)
ii) Indicate the probable tracks the storm could follow. (3)
b) Outline the procedures to be adopted on the bridge on receipt of the facsimile. (12)
c) Outline THREE possible actions open to the Master to avoid encountering the worst of the storm.
(12)
d) State, giving reasons, which of these options a prudent Master would choose. (15)
a) i) Storm is off the north east coast of Madagascar.

Vessel is east of south part of Madagascar. 480 NM south of storm.
ii) Storm will probably move in any direction 40° either side of the forecast path, from 145 to 225.
b) Record weather elements hourly.

Wind force.
Atmospheric pressure, corrected to sea level.
Sea direction and height.
Swell direction/s and height/s.
Cloud amounts and types.
Analyse observed elements and changes.
Wind direction, Buys Ballot’s Law, direction of TRS.
Changing wind direction, position relative to Path.
Change of pressure, position relative to trough line.
Swell direction, direction of TRS.
Monitor weather forecasts from as many sources as are available.
Initiate heavy weather precautions.
Plot position of TRS, probable movement, Danger Sectors, ship’s probable movement in different
directions, considering speed reduction due to wind and waves.
427
c) 12:00 x 16 kn = 192 NM
Distance 450 NM ÷ 16 kn = 28:07 x 7 kn =197 NM
Radius of gale force winds 150 NM
Vessel is not yet in the storm field.

Current wind is likely to be NEly
May in the future be in Dangerous Quadrant of storm, close to Path.
Storm is more likely to recurve SE wards.
Storm speed of movement may increase in higher latitudes.
Storm is likely to reduce in intensity in higher latitudes over water with lower temperatures.
1 Proceed on a southeasterly course.

Increases CPA of storm.
Greastest reduction of speed due to current weather, and future weather of storm field.
2 Proceed on a southerly course.

Probably maximises CPA of storm
Some reduction of speed due to current weather, and future weather of storm field.
3 Proceed on a southwesterly course.

Least reduction of speed due to current weather, and future weather of storm field.
Cross current forecast path into Navigable Semicircle.
Storm is least likely to change direction into this quarter.
d) Proceed on a southwesterly course.

Least reduction of speed due to current weather, and future weather of storm field.
Cross current forecast path into future Navigable Semicircle.
Storm is least likely to change direction into this quarter.
Storm is likely to reduce in intensity in higher latitudes over water with lower temperatures.
428
3
429
3. FOUR vessels are engaged in a parallel track search, steaming line abreast, on a course of 295T at
10 knots. The track separation is 4 miles.
To ease language problems the vessels are labelled A to D in alphabetical order, with A being the
most Southerly vessel and D being the most Northerly. C is nominated as CSS.
At 1240hrs, with visibility decreasing to 2 miles, vessel A is instructed to take up a position bearing
135R at a distance of 2 miles from the CSS. The manoeuvre is to commence at 1300hrs.
a) Determine the course required by vessel A to take up station as soon as possible, assuming a
maximum speed of 15 knots. (15)
b) Determine the time vessel A will reach the new station. (5)
c) Determine the bearing on which vessel A will first sight vessel B, assuming the visibility is 2 miles.
(14)
Note: Assume all alterations of course and speed are instantaneous
a) 352
b) AP NM ÷ OA kn = 9.6 NM ÷ 12.7 kn = 00:45 + 13:00 = 13:45
c) 015 T (G023)
430
4. STCW and several other relevant publications contain guidance to Masters on determining the
composition of the Bridge team under varying operational conditions.
Outline the various factors that should be considered by the Master when deciding appropriate
manning levels on the bridge. (30)
The following are amongst the factors to be considered:
The state of visibility, weather and sea conditions and the impact these have on the ability to keep an
effective lookout
The proximity of navigational hazards and the frequency of position fixing required for safe navigation
The density of traffic and the need for systematic observation of approaching targets
The configuration of the bridge with particular regards to the layout of key items of equipment
The complexity of the bridge equipment and the experience of the officers in using it
The operational status of all bridge equipment, with particular regards to the operation of alarm systems
The need to operate communications equipment
The need to manœuvre the vessel and the characteristics of the vessels propulsion and steering systems
The experience of the officers and crew and their familiarity with the area the vessel is navigating in
The fitness for duty of the officers and crew with particular regard to fatigue
The additional workload that may be put on the OOW due to routine operational procedures which may
be going on.
5. With reference to the proposed passage by the tug and tow, the One and a Half degree channel is
flanked to the North and the South by the Maldive Islands. These consist of numerous low lying
islands, banks, reefs and shoals.
a) Outline the difficulties in maintaining navigational accuracy, likely to be encountered, when
approaching and transiting the Maldives between may and September. (24)
b) Explain why a fully operational GPS receiver would be an advantage when transiting the islands.
(6)
c) Outline the precautions that should be observed by the Officer of the Watch when using parallel
indexing to monitor the vessels progress in the passage. (12)
a) Many of the islands are only a few feet above water and therefore may be difficult to detect visually
or by radar at adequate range.
Islands may be surrounded by banks and reefs which may extend a considerable distance from the shore
Identification of individual islands may be difficult if a vessel is unsure of its exact position
Shoals and banks may be steep too and there may be little or no warning of depth changes until a vessel
is close to danger
Seasonal changes in current direction and strength may change position of banks quite quickly
Currents may not be as expected with regards to direction and strength
Charts may be based on old surveys and source data should always be considered
Some islands may be uninhabited and unlit
There may be an increase in inter-island traffic, particularly crossing situations and the possibility of
numerous small craft
During the SW monsoon visibility may be poor due to heavy rain and small craft may not be detected at
adequate range
At the start of the SW monsoon currents may tend to cause onshore sets
Poor visibility may limit the opportunities for checking electronic navigational aids using celestial
navigation
b) A vessel fitted with GPS, which is frequently cross checked by appropriate navigational methods,
would allow the vessel to pass closer to navigational marks, in order to allow them to be positively
identified by sight or radar.
A vessel without GPS would obviously increase passing distances of navigational marks due to the
uncertainty in its ability to accurately fix its position by other means
431
c) The following precautions should be observed:
The target chosen for PI must be clearly identifiable on radar and preferably visually as a check
The heading marker alignment should be checked with the shops fore and aft line
The radar should be on the smallest range scale which is appropriate
A performance monitor test should be carried out prior to using radar in PI mode and more frequently
during parallel indexing
Radar time base to be checked
The VRM should be checked using the Range Rings
Gyro error to be determined and allowed for when setting index line
432
New format.
Question 1
This question was aimed at providing a reflective scenario of a practical voyage exercise that would be
carried out on board ship. On the whole the question was well answered. However, many candidates
described the generic appraisal process rather than the factors specific to this passage, drawn from the
datasheets. A significant number of candidates simply did not read the questions diligently and as a
consequence provided inappropriate answers.
1b) Most candidates gave a reasonably satisfactory answer to this section although many omitted the
reasons for an inshore and offshore route round the Cape of Good Hope, whilst others ignored the choice
of routes to the east or West of Madagascar. Few related their answer to the dangers involved in this
passage.
1c) This section was well answered by many candidates. However, some students failed to describe the
routes available to the master. Some simply indicated the chosen routes on the datasheets or referenced
them by the route number in the extract. Most gave no indication if routes were great circle or rhumb
line. Few candidates realised that there was more than one route East or West of Madagascar.
Some candidates quoted routes which were recommended for October to April, particularly once clear of
Madagascar.
Some failed to mention that there were inshore and offshore routes round the Cape of Good Hope, nor
the significance of these routes to a tug and tow.
A description should include waypoints or salient points along the route and whether legs are Rhumb line
or great circle.
1d) On the whole this was well answered, however a number of candidates did not use the distance for
any of the routes that they quoted in 1c) above. In these cases marks were awarded proportionally.
A number of candidates did not apply standard time corrections when calculating the ETA. some
candidates stated that Standard time corrections were not available during the exam, however if all
Colleges should now be using the extracts approved by IAMI and the MCA and therefore students should
be aware of where to find such information.
Common errors were:

a) Application of Standard time corrections the wrong way
b) Not applying any standard time corrections
c) Not using the correct departure time / date
d) Using an inappropriate distance for the passage.
A small number of candidates actually calculated individual distances for each leg using the way points
given, which must have taken a great deal of time.
Question 2
2a) This was well answered by the majority of the candidates. However some thought that the probable
path of the TRS would be that for a Northern Hemisphere TRS. A few plotted the position of the storm
and the vessel incorrectly, which had a major effect on the answers in later sections. It was expected
that most candidates would analyse this part with an arc of 40 degrees either side of the storm’s
intended track.
2b) This section was answered well by many. However, some candidates failed to mention that the
possible future position of the storm should be determined and a plan of action devised according to the
likely imminent and probable danger areas and the time available to the tug and tow.
Some candidates stated that warnings should continue to be monitored but many did not consider it
necessary to increase the frequency of shipboard observations.
Few mentioned that the storm was some 480 miles from the vessel at the time the warning was received
and many candidates took actions on the bridge on the assumption that the storm would be upon them in
the next few hours.
Again many candidates simply gave an answer containing the warning signs of an approaching TRS.
2c) On the whole this question was well answered. A number of candidates assumed that the vessel was
within 200 n. miles of the storm centre and recommended actions as per the Mariners Handbook. It is
unlikely that the vessel would be experiencing the storm field at this time and therefore putting the wind
on either the port bow or quarter may have led to the vessel closing the track of the storm.
A number of candidates labelled the Dangerous and Navigable semicircles incorrectly. Many of these also
433
put the wind circulation as per a Northern Hemisphere TRS. Those who then gave the stock answer for
avoiding a TRS when within 200 nmls gave options which would have put the vessel in danger when it
should have been obvious from their diagram that their actions were inappropriate.
There were still a few who gave the option of heaving to for several hours and then putting the ship head
to wind to determine the true wind direction and which way it was shifting.
Some candidates gave the option of stopping and allowing the storm to pass over them, there were also a
number who opted to steer a course of 305(T) as this would take them into shelter on the east coast of
Madagascar.
2d) This was on the whole poorly answered.
Many candidates gave an acceptable choice of action but few gave a reasoned argument for that
particular choice over those quoted in section 2c, some merely stated the action thy would take and
gave no reasoning behind their choice.
Many took no account of the fact that the vessel in question was a tug and tow and had a maximum
speed of 7.5 knots.
A considerable number chose an action that they had not mentioned in part 2c.
A number of candidates opted for choices and then gave detailed reasons which when studied carefully
made their proposed action inappropriate.
Qu 3
On the whole those students who tackled this question made a reasonable attempt although it should be
noted that some either did not attempt the question or, failed to provide correct answer and or did not
show any workings for their answers. Centres should use standard radar plotting sheet for accuracy
purposes.
Common errors were as follows

Laying off the beam bearing incorrectly
The final position of A was plotted incorrectly, In a number of cases the relative bearing of 135°R was
taken as the aspect of the vessel A from vessel C.
Choice of scale being to small, leading to inaccuracies.
Failure to annotate the plot correctly.
Incorrect choice of the start time of the manoeuvre i.e. 1240 instead of 1300hrs.
Absence of any (supporting) working which made it impossible for markers to determine where errors
were made.
Some candidates assumed that the manoeuvre was time bound and did not extend the OA line, however
they assumed that the speed would still be 15 knots. Some candidates assumed that the bearing of vessel
C was required instead of vessel B. some candidates gave the time of sighting instead of the bearing.
Laying off WA from the wrong position or in the wrong direction.
Giving the reverse bearing of sighting vessel B or C.
Obtaining the course required as having a southerly component but making no comment that this was
unrealistic.
Qu 4
In this question many candidates gave satisfactory answers. Some however, simply gave the composition
of the bridge watch for an ocean, coastal and pilotage passage, but gave absolutely no reason as why
they considered the manning levels quoted adequate. Some described what the composition should be
under a variety of situations rather than the factors to be considered when establishing the necessary
levels.
Some gave their answer in list form, but did not outline the factors that were at play in each situation.
It was fairly obvious that a large number of students had no idea of the contents of the relevant STCW
Chapter or the Bridge Procedures Guide and many candidates made no reference to either publication.
The depth of answer varied considerably from several pages to half a side of A4.
Many candidates wasted time by detailing the manning for restricted visibility but doing so for rain,
snow, fog, and Haze and repeating the same criteria for each condition.
However many candidates achieved full marks for the question and gave excellent answers.
434
Qu 5
5a) On the whole most candidates made a reasonable attempt at this question although many did not
relate their answer to the content of the question. Many candidates were unaware of the monsoon
conditions that would be applicable at the time the passage was being made and a number thought that
the NE Monsoon would be at its height.
Many students failed to mention the fact that there were many shoals and reefs and the dangers these
pose with regard to navigation and how this could be mitigated.
Again the effects of currents were generally ignored although this is mentioned in the extract for Qu 1.
5b) Most candidates stated that GPS would give more accurate position fixing but then failed to state
why this would be an advantage during the transit.
5c) In this question a large number of candidates were able to give three or more criteria which should
be observed when parallel indexing.
Few mentioned Gyro error or heading marker alignment as being important or checking the accuracy of
the VRM and EBI.
Most mentioned the importance of selecting an appropriate target to index off and the precautions to be
observed when selecting one.
A number of candidates gave a practical explanation of how parallel indexing should be used instead of
answering the question and some candidates described the procedure for parallel indexing a vessel round
a turn although this bore no relationship to the question asked.
General Comments
The main areas where these candidates lost marks were as follows.
Failure to refer to the extracts in Qu 1
Paying no attention to the information that they had put down on the chartlet in Qu 2
Not attempting Qu 3
Not addressing the subject matter in Qu 4.
Had some of the students actually referred to the extracts in Question 1 or attempted Qu 3 then it is
likely that the overall pass mark would have been significantly higher.
It is also apparent that a considerable number of candidates gave / wrote answers to some questions
without actually reading what the question was actually asking them for and gave answers which were
obviously wrong considering the answer given in a previous part of the question.
Most candidates showed poor examination technique.
435
1. A 56 000 GT bulk carrier is due to make a loaded passage between Durban (South Africa) to
Melbourne (Victoria, Australia) in December. The following landfall and departure positions are to be
used:
Landfall Position 39 00.0 S 144 00.0 E
The Master asks the Navigating Officer to consider the following routes between the positions:
The recommended route as per Ocean Passages of the World.
The direct great circle route.
A composite great circle route with a limiting latitude of 42 S
a) with reference to datasheet Q1(a), outline the recommended route as per Ocean Passages of the
world. (4)
b) on worksheet Q1(b) indicate EACH of the following:
i) the direct great circle track. (4)
ii) the composite great circle route. (6)
c) From Worksheet Q1(b) estimate EACH of the following:
i) the position of the vertex for the direct great circle route; (2)
ii) the position of the vertices for the composite great circle route. (4)
d) Calculate the total distance on passage if the composite great circle route is used.
(assume an extra 136 miles will be added, sailing to and from the respective pilot stations.) (30)
e) Calculate the ETA at the Melbourne pilot station, if the vessel drops the Durban Pilot at 0600hrs
ST, 18th December and maintains an average speed of 15.8 knots. (7)
a) 6.158 Durban to 40 S 077 E by great circle

6.157 Along the parallel of 40 S
From 40 S 100E to Melbourne by great circle.
A V
b) See below.
c)
i) 51 S 094 E
ii) 42 S 082 E 42 S 118 E
d)
P
Dis AV1
PA = 90 – 30 = 60 00
PV = 90 – 42 00 = 48 00 V
Sin (90 – PA) = cos PV x cos AV
AV = cos-1 (sin (90 – PA) ÷ cos PV) PV AV
AV = cos-1 (sin (90 – 60 00) ÷ cos 48 00)
AV = 41 38 53.84 x 60 = 2498.897297 90 - A
90 - P
Dis AV1 = 2498.9 NM
90 - PA
DLon AV1
Sin (90 – P) = tan PV x tan (90 – PA)
P = 90 – sin-1 (tan PV x tan (90 – PA)
P = 90 – sin-1 (tan 48 00 x tan (90 – 60 00))
DLon AV = 50 07 03.77 E
436
Dis V2B
PB = 90 – 39 00 = 51 00 V B
PV = 90 – 42 00 = 48 00
Sin (90 – PB) = cos PV x cos BV
BV = cos -1 (sin (90 – PB) ÷ cos PV)
BV = cos-1 (sin (90 – 51 00) ÷ cos 48 00)
Dis V2B = 19 51 48.73 x 60 = 1191.81209
Dis BV = 1191.8 NM P
DLon V2B V
Sin (90 – P) = tan PV x tan (90 – PB)
P = 90 – sin-1 (tan PV x tan (90 – PB))
PV BV
P = 90 – sin-1 (tan 48 00 x tan (90 – 51 00))
DLon V2B = 25 55 35.11 E
90 - P 90 - B
DLon V1V2 = DLon AB – DLon AV1 – DLon V2B
DLon V1V2 = (144 00 – 031 30) – DLon 50 07 03.77 – DLon 25 55 35.11 90 - PB
DLon V1 V2 = 36 27 21.12
Dep = DLon x cos MLat = 36 27 21.12 x cos 42 00 x 60 = 1625.51932 NM

Dis V1V2 = 1625.5 NM
Dis AB = 2498.9 + 1625.5 + 1191.8 = 5316.2 NM
Total Dis = 5316.2 + 136 = 5452.2 NM
e)
ETD Dec 18 06:40 ST
Y 352 06:40 ST
TD 02 -
ETD 352 04:40 UT
PT 14 09:05 5452.2 ÷ 15.8 = 345:05
ETA 366 13:45 UT
TD 10:00 +
ETA 366 23:45 ST
365
ETA 001 23:45 ST
ETA Jan 01 23:45 ST
DSTD 01:00 +
ETA Jan 02 00:45 DST
ETA Jan 01 23:45 ST

Summer Time may be kept.
It is summer.
If Summer Time is kept:
ETA Jan 02 00:45 DST
437
438
2. When carrying out an appraisal of any passage, various environmental and climatic factors must be
considered. Admiralty routeing charts will invariably be used when carrying out the above appraisal.
For the passage from Durban to Melbourne:
a) Outline the relevant information that a Routeing chart can provide; (15)
b) describe how this information should be used to assist planning the passage; (14)
c) describe THREE navigational considerations that should also be considered when appraising the
above passage. (6)
a) An explanation of the features of the chart.

Dew Point Temperature
Mean Sea Temperature.
Tropical Storms tracks
Winds of Beaufort Force 7 and higher, percentage frequency.
Mean Air Pressure.
Mean Air Temperature.
Fog, percentage frequency.
Low Visibility, percentage frequency.
Ocean Currents by predominant current arrows.
Wind Roses
Recommended routes with distances.
Load Line Zones.
Marpol areas.
Major ports.
b)
Dew Point Temperature.
Indicates humidity of atmosphere. Relevant to precipitation and visibility.
Mean Sea Temperature.
Relevant to visibility, fog, and probability of ship sweat, and efficiency of engine room machinery.
Tropical Storms tracks.
An indication of frequency and movement of Tropical Revolving Storms.
Winds of Beaufort Force 7 and higher, percentage frequency.
Indicates probability of high winds, and therefore waves.
Mean Air Pressure.
Indicates probability of depressions.
Mean Air Temperature.
Relevant to probability of freezing conditions, air conditioning requirements, personnel comfort.
Fog, percentage frequency.
Probability of reduced speed in order to comply with IRPCAS.
Low Visibility, percentage frequency.
As with fog.
Ocean Currents by predominant current arrows.
Adverse currents on the route can be avoided, and favourable currents near the route used, to
optimise performance.
Wind Roses.
Probability of adverse winds and therefore waves, reducing speed and causing damage.
Recommended routes with distances.
These give a first approximation of the route, which can be modified as required to optimise
performance.
Load Line Zones.
Indicates limits of freedom if loaded to marks.
Marpol areas.
Relevant to disposal of tank washings and general compliance with MARPOL.
Major ports.
Easy identification of destination, port of refuge.
439
c) Availability of celestial observations for position and compass error due to cloud cover in Polar Frontal
Depressions.
Accuracy of celestial observations for position due to abnormal refraction, poor horizon and vessel
movement in high waves.
Accuracy of celestial observations for compass error due to vessel movement.
Accuracy of gyrocompass in high latitudes.
Accuracy of magnetic compass in high latitudes with significant vessel movement.
3. a) Describe the circumstances when weather routeing is most effective. (5)

b) Compare the advantages and disadvantages of shore based routeing and shipboard routeing. (20)
c) Describe FIVE objectives of weather routeing. (10)
a) Weather Routeing, distinct from Climatological Routeing, is most effective on passages in the middle
latitudes where weather is very variable from day to day, and in areas where analyses and forecasts can
be obtained.
The forecasts can be used to identify adverse factors, which will reduce speed and cause damage to
vessel and cargo, such as high winds and waves, swell, precipitation, reduced visibility, freezing
temperatures, ice and icebergs.
Ideally the potential speed reduction can be quantified, and the optimum deviation, to avoid or minimise
the effect of adverse factors, determined.
The Passage Plan can then be modified to avoid these areas, while optimising the passage.
Favourable factors may be identified, which will justify a deviation to take advantage of them.
b) Shore based routeing.

Advantages.
High skill and experience of Routeing Officers.
Powerful computers and software are used.
Routeing Officers have access to Meteorologists and considerable meteorological data.
Low time factor for ships’ staff.
Disadvantages.
High cost.
Routeing Officers rely on data available ashore, and may not identify rapid changes of weather
patterns.
Routeing Officers may not be aware of local small scale effects on weather elements, such as
headlands.
Routeing Officers dependent on position information from ships.
Shipboard Routeing.
Manual.
Advantages.
Involvement of staff in the process.
Local circumstances and effects can be considered.
Low cost.
Disadvantages.
Time consuming.
Dependent on amount of information available on board.
Dependent on knowledge and skill of ships’ staff.
Secondary factors such as wind force and direction, sea wave and swell characteristics, may have
to be derived from primary information such as atmospheric pressure.
Computer based.
Advantages.
Involvement of ships’ staff in process.
Computer programs can be modified to ship’s characteristics.
Meteorological data readily available from supplier.
All important factors, atmospheric pressure, wind direction and force, wave and swell height and
direction, position and movement of storms, are contained in data received.
440
Disadvantages.
Cost of program and data.
Time consuming.
Modification of ship data dependent on ships’ staff skills.
Local small scale effects are not taken into consideration by the program.
c) Objectives of Weather Routeing.

Objectives may be mutually incompatible, priorities must be established for the particular voyage.
To complete the passage in the least time.
To complete the passage with the least overall cost.
To complete the passage with the least damage to the vessel and cargo.
To comply with requirements of legislation, Charter Party and schedules.
To carry out important maintenance tasks.
To maximise personnel safety.
4. After several days of continuous cloud cover, the sky clears and the Master and OOW obtain
simultaneous sights of the sun and moon, to check the vessel’s position against the GPS.
Ship’s time 0750 hrs on 28th December.

DR position 41 20.0 S 132 15.0 E
Sextant Altitude of the Sun’s Lower Limb 33 45.4
Index Error 3.6 Off the Arc
Chronometer error 3m 02s Fast on GMT
a) Calculate the direction of the Sun’s position line and a point through which it passes. (20)
b) The simultaneous observations of the Moon, worked with the same DR gave an intercept 6.2 away
on a bearing of 342T
Determine the position of the vessel at 0750 hrs (10)
c) The compass bearing of the moon at the time of the sight was taken was observed to be 302C and
the variation noted as 44 E
Calculate the deviation for the ship’s head. (3)
ZT 28 07:50
TZ 09:00 132 15 ÷ 15 = 08:49
UT 27 22:50
CT 27 22:56:31
CE 00:03:02 F
UT 27 22:53:29
GHA 27 22 149 40.4 Dec S 23 18.1

Inc 53:29 013 22.3 d 0.1 – 00 00.1
Lon 132 15.0 E Dec S 23 18.0
LHA 295 17.7
A = tan Lat ÷ tan LHA = tan 41 20.0 ÷ tan 295 17.7 = - 0.4156687945 = 0.4156687945 N
B = tan Dec ÷ sin LHA = tan 23 18.0 ÷sin 295 17.7 = - 0.476339552 = 0.476339552 S
C = A ± B = 0.4156687945 N - 0.476339552 S = - 0.06067075744 = 0.06067075744 S
Az = tan-1 (1 ÷ C ÷ cos Lat) = tan-1 (1 ÷ 0.06067075744 ÷ cos 41 20.0) = 87 23 29.8 = S 87.4 E
TB = 092.6 = 092½
PL 002½ / 182½
441
cos AB = cos P x sin PA x sin PB +cos PA x cos PB
cos ZD = cos LHA x sin co Lat x sin co Dec + cos co Lat x cos co Dec
cos ZD = cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec
ZD = cos-1 (cos LHA x cos Lat x cos Dec ± sin Lat x sin Dec)
ZD = cos-1 (cos 295 17.7 x cos 41 20.0 x cos 23 18.0 + sin 41 20.0 x sin 23 18.0)
ZD = 56 13.6
SA 33 45.4
IE 00 03.6 Off +
OA 33 49.0
D 00 07.2 –
AA 33 41.8
TC 00 14.8 +
TA 33 56.6
90 00.0
TZD 56 03.4
CZD 56 13.6
Int 00 10.2 T
DLat = Int x cos TB = 10.2 x cos 92.6 = 0.5 S

MLat = AP Lat ± Dlat ÷ 2 = 41 20.0 + 00 00.5 ÷ 2 = 41 20 15
Dep = Int x sin TB = 10.2 x sin 92.6 = 10.2
ITP Lat = AP Lat ± DLat = 41 20.0 + 00 00.5 = 41 20.5 S

ITP Lon = AP Lon ± DLon = 132 15.0 E + 000 13.6 E = 132 28.6 E
b) Plot
DLat 3.4 S
Dep 10.2 E
MLat = AP Lat ± Dlat ÷ 2 = 41 20.0 + 00 03.4 ÷ 2 = 41 21 42 S
OP Lat = AP Lat ± DLat = 41 20.0 + 00 03.4 = 41 23.4 S
OP Lon = AP Lon ± DLon = 132 15.0 + 000 13.6 = 132 28.6 E
OP Lat 41 23.4 S
OP Lon 132 28.6 E
c)
TB 342
MCB 302 –
MCE 40 E
V 44 E -
D - 4W
442
AP
092.6 10.2 T
3.4 S
342 6.2A
OP
10.2 E
443
5. Due to weather delays the vessel is expected to reach the Melbourne pilot station at 0600hrs ST
on the 2nd January.
a) Outline the preparations that the OOW should undertake on the bridge prior to the Engine room
being given 1 hour notice of standby. (10)
b) Outline the information that should be exchanged between the Master and Pilot, as soon as the
Pilot arrives on the bridge. (15)
c) Explain the responsibilities of the OOW while the vessel is under pilotage. (15)
(a) Pilot Station advised of ETA

Passage Plan updated
Contingency plans drawn up
Anchors cleared away
Tidal Information updated
Pilot card completed
Compass error check carried out
Radar performance verified
Latest weather forecast obtained
b) Master:
Vessel Heading
Engine settings
Exact position of vessel
Current navigational situation
Current traffic situation
Limitations on vessel
Pilot:
Intended berth
ETA
Works in progress
Unreported information
c) OOW responsible for:

Maintain Navigational watch
Monitor actions of Master, Pilot, Helmsmen, Lookout
Bridge team
Monitor traffic
Communications.
Maintain record of events
Fix vessels position
Assist Pilot.
444

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SQA Chief Mate / Master.

1. Publications required for passage planning

2. Selection of the appropriate route for a given passage

3. Passage plan adjustments to allow for emergency situations

4. Position fixing methods

5. The accuracy and reliability of various position fixing methods

7. Bridge Procedures for both Routine and Emergency Situations

Completion of Examination Workbook

Examination Room Conduct

SQA exam results are graded from 1 – 10 as follows:

Grade Number Percentage Marks

Attempt ALL questions

1. With reference to Datasheets Q1(1) and Q1(2):

Co = tan-1 (DLon ÷ DMP) = tan-1 (3506.0 ÷ 80.87) = 88 40 43.1

Co = tan-1 (DLon ÷ DMP) = tan-1 (1706.0 ÷ 1459.84) = 49 26 45.92

Dis = 2905.459148 + 1610.364813 NM = 4515.823961 = 4515.8 NM

sin mid = cos opp x cos opp

sin mid = tan adj x tan adj

DLon VW = Lon V ± Lon W = 20 54 28.95 W – 009 55 W

sin mid = tan adj x tan adj

GHA 09 313 38.4 Dec 02 36.8 N

DLat = Dis x cos Co = 98.65 x cos 267 ÷ 60 = 00 05 09 78 S

OP Lat = TP Lat ± DLat = 34 35 09.78 S – 00 02.0 N =34 33 09.78 S

OP 34 33.2 S 007 32.3 W

b) 10.1 NM ÷ 7.5 kn = 01:21

c) 7.9 ÷ 7.5 = 01:03

7.9 180 8.0

CPA 2.0 104 OSC

AV2 235 3.0

Attempt ALL questions

iii) Fuel Burning Distance is less.

Dis WB = cos-1 (Cos DLon x sin PW x sin PB +cos PW x cos PB)

A Port Quarter, overtaking, collision.

c) A Tropical Storm in January (Winter) in the NW Pacific is unusual.

Wind NE f4 until 09 05:00.

d) Storm is likely to increase speed.

c) Bright, moderate Altitudes, wide range of Bearings.

a) 5500 Mariner's Routeing Guide

2. Routeing: General Rules and Recommendations.

6. Radio Reporting Systems Applying to Through Traffic.

9. Tidal Information and Services.

10. Pilot Services.

c) Admiralty Sailing Directions.

Admiralty List of Radio Signals.

Admiralty List of Lights.

Admiralty Notices to Mariners.

Admiralty Tide Tables.

Admiralty Notices to Mariners – Annual Summary. Parts 1 and 2.

Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes.

Attempt ALL questions

Marks for each part question are shown in brackets

b) DLon = 170 00 E – 144 00 E = 026 00 E

DLon = 170 00 E + 071 37 W = 241 37 W ~ 360 = 118 23 E

Dis = (31 07 45.19 + 95 10 13.85) x 60 A V

Sin (90 – PA) = tan (90 – P) x tan (90 – A) AV PV

DLat = Dis x cos Co = 231.2 x cos 230 = 148.6124954 ÷ 60 = 02 28 36.75 S

DLat = Dis x cos Co = 232.8 x cos 230 = 149.6409555 ÷ 60 = 02 29 38.46 S

MLat = (41 54 S + 38 59.6 S) ÷ 2 = 40 26 48 S

Dis = DLat ÷ cos Co = 174.4 ÷ cos 51 32 17.65 = 280.3893581

Sp = Dis ÷ Tim = 280.4 ÷ 19:24 = 14.5 kn

Duration is greater than 07:00.

e) Annual Summary of Notices to Mariners

General Comments on Examination Paper