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The Bridge Procedures Guide Edition 4 (2007) paragraph 1.2.5 “The Bridge Team” states:The bridge team is established so that the most
effective use can be made of available manpower in order that established work procedures are followed, risk is minimised and
ships are navigated safely. All ship’s personnel who have bridge navigational watch duties will be part of the bridge team. The
master and pilot(s), as necessary, will need the support of the team, which will comprise the 00W, a helmsman and look-out(s)
as required.

The 00W is in charge of the bridge and the bridge team for that watch, until relieved.It is important that the bridge team works together
closely, both within a particular watch and across watches, since decisions made on one watch may have an impact on another watch.The
bridge team also has an important role in maintaining communications with the engine room and other operating areas on the ship

(i) The Bridge Procedures Guide Edition 4 (2007) paragraph 1.2.1 “Composition of the navigational watch under the STCW
Code” states:In determining whether the composition of the navigational watch is adequate to ensure that a proper look-out can
he maintained continuously, the master should take into account all relevant factors including the following:
visibility,

state of weather and sea;

traffic density,

and other activities occurring in the area in which the ship is navigating;the attention necessary when navigating in or near traffic
separation schemes or other routeing measures,

or within industrially controlled work zones;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, including compliance with applicable work
hour regulations

;knowledge of and confidence in the professional competence of the ship’s officers and crew;the experience of each 00W, arid the
familiarity of that 00W 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
where 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;

any other relevant standard, procedure or guidance relating to watchkeeping arrangements and fitness for duty.

(b) In determining a safe speed the following factors shall be among those taken into account:By all vessels: the state of
visibility;the traffic density including concentrations of fishing vessels or any other vessels;the manoeuvrability of the vessel with special
reference to stopping distance and turning ability in the prevailing conditions;at night the presence of background lights such as from
shore lights or from the back scatter of her own lights;the state of wind, sea and current, and the proximity of navigational hazards;the
draught in relation to the available depth of water.

The properties of the mercator chart are:

1) the chart is orthomorphic i.e. land is shown in it's correct shape

2) the meridians are vertical
3) the meridians are equidistant
4) the meridians are parallel
5) the meridians are straight lines
6) the parallels of latitude are horizontal
7) the parallels of latitude are parallel
8) the parallels of latitude are straight lines
9) the parallels of latitude lie at right angles to the meridians
10) rhumb lines appear as straight lines
11) every latitude has a different scale of distance

 .The compass deviation is in error the OOW must:

 Call the Master
 Ensure that the vessel is in a safe position/on a safe heading
 Put the steering in hand
 If having difficulty maintaining a course vessels in the vicinity to be informed

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 Check previous observations in Compass Record Book
 Check the chart for magnetic anomalies
 Does the cargo have magnetic properties?
 Check the calculations
 Check that the correct celestial body was identified
 Perform a fresh calculation

Neap tides
The tides with minimum ranges are known as Neap tides - they occur at fortnightly intervals.The sketch below represents the relative
positions of sun and moon at neap tides when the tidal generating forces are acting at right angles to each other, so that effectively a lower
high water and a higher low water is produced. . These forces of the Moon relative to the sun are in the approximate ratio 7: 3.
The moon is said to be at quadrature.

1st1stQuarter
Quarter

Earth Sun

3rd
LastQuarter
Quarter

Ship Routing Guide

Contains details of IMO adopted routing schemes including:
The general provisions for ships routing
Deep water routes
Areas to be avoided
Other routing measures
Associated rules and recommendations on navigation
Mandatory ship reporting, routing systems and no anchoring areas
Adoption, designation and substitution of archipelagic sea lanes
ii) Merchant Shipping Notices
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.
MSNs are coloured white.
iii) Annual Summary of Admiralty Notices to Mariners
This is published on the 1st January each year and contains Annual Notices which deal with the same subject each
year such as:
Distress and SAR
Military areas
World Wide Navigational Warning Service
Under Keel Clearance
Traffic Separation Schemes
Carriage of publications
Protection of offshore installations
Also contained within are all T and P Notices and a re-print of corrections affecting sailing direction which are in
force at the end of the previous year

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3. d) i) Leading Lights
Provide the mariner with a recommended track into and out of a port.
If the leading lights are viewed in a vertical line as the vessel proceeds inwards/outwards then the vessel is on the
recommended track.
If the lights have a horizontal separation when viewed then the vessel is to port or starboard of the recommended
track.

090o/270o
ii) Sector Lights
To provide the mariner with a real time indication of whether the vessel is in a safe area when approaching or passing
land or a navigational danger.
The light is usually sectored in three different colours, white, green and red.
If the vessel remains within the white sector of the light then the vessel is in the safe area.
The vessel views a green or red light then the vessel has drifted into a dangerous area when approaching the
navigational danger in question.

Fl.WRG 5s 35m 12M

R
G
Ten relevant factors to ensure the composition of the Navigational Watch is adequate:

From the Bridge Procedures Guide:

 Visibility, state of weather and sea.

 Traffic density, and other activities occurring in the area in which the ship is navigating.
 The attention necessary when navigating in or near TSS 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, including compliance
with applicable work hour regulations.
 Knowledge of and confidence in the professional competence of the ship’s officers and crew.
 The experience of each OOW, and the familiarity of that OOW with the ship’s equipment, procedures and
manoeuvring capability.
 Activities taking place on board the ship at any particular time, including radio communication activities.
 The availability of assistance to be summoned immediately to the bridge when necessary.
 The operational status of bridge instrumentation and controls, including alarms.
 Rudder and propeller control and ship manoeuvring characteristics.
 The size of the ship and field of vision available from the conning position.
 The configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting
by sight or hearing any external development.
 If working in an active DP mode, the need for a dedicated, competent DPO to be in charge of the positioning of the
ship and the operation of the DP system.
 Any other relevant standard, procedure or guidance to watchkeeping arrangements and fitness for duty.
 Are their sufficient navigational marks that can be used for conning the vessel into the anchorage and while
anchoring. i.e. conspicuous coastline that can be used for parallel indexing or radar ranging, prominent
landmarks/lights for visual bearings. Beam transits can also be very useful for determining if the vessel is dragging.
 The Holding Ground (i.e. nature of the seabed) Firm sand, mud and clay are preferable. Rocky ground and coral should be
avoided.

 Sufficient depth – (2 or 3 times the draft is recommended to give an acceptable under keel clearance and a decent centenary to
the cable.)

 Seabed clear of obstructions (wrecks, pipelines and cables)

 Sheltered from prevailing winds or swell and preferably free of excessive tidal streams as this may cause the vessel to drag.

 The amount of swinging room required, to be identified and the swinging arc plotted on the chart. This should take into account
the scope of the cable used, the length of the ship and should be clear of all other vessels and obstructions.

 Clear of main shipping lanes and port approaches

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 Clear of nature reserves and other restricted areas

 Duration – anchoring for short period awaiting pilot / Tide or for a long period awaiting voyage orders

The OOW shall:Ensure that members of the relieving watch are fully capable of performing their duties.Ensure that the vision of
the relieving watch is fully adjusted to the light conditions.Ensure that all standing orders and the Master’s night orders are fully
understood.

The OOW shall not hand over the watch:

 If there is reason to believe that the relieving officer is not capable of carrying out the watchkeeping duties effectively, in which
case the Master should be notified.

 When a manoeuvre is in progress until such action has been completed.

Question 5 c)

 Prior to taking over the watch verify the vessels estimated or true position.

 Confirm the vessels intended track, course and speed.

 Note any dangers to navigation expected to be encountered during the watch.

 Be aware of prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed.

 Note any errors in gyro and magnetic compasses.

 Note the status of all bridge equipment.

 Note the settings of bridge/engine controls and the manning of the engine room.

 Be aware of the presence and movement of vessels in sight or known to be in the vicinity.

 Give watchkeeping personnel all appropriate instructions and information which will ensure the keeping of a safe navigational
watch including maintenance of a proper lookout.

Pilot ladder

The maximum freeboard is 9 metres.

iiAccommodation ladder should be used in conjunction with the pilot ladder.

The pilot ladder must extend at least 2 metres above the lower platform of the accommodation ladder.

The accommodation ladder should rest firmly against the ships side.

The accommodation ladder should lead aft with a maximum slope of 55o.

The lower platform should be horizontal and there should be rigid handrails.

The lower platform should be 3 to 7 metres above the water depending upon size of pilot launch and height of swell.

There should be an officer in contact with the bridge standing by.

5.c. Checks and test should include:

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

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 likage.

The operation of the means of communication between the bridge and the steering gear compartment.
Factors affecting tide2.b. 1. Heavy rainfall

2. Intense High or Low pressure system

3. Prolonged wind
4. Seasonal correction is only an average
5. Storm surges
6. Negative surges

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7. How recently the survey of predictions was carried out
8. The length of the survey period (ie 1 week, 1 year, 3 years

Mean Sea Level The average height of the surface of the water measured over a long period of time.

(ii) Charted Depth The depth of water between the bottom of the sea and the Chart Datum line. These are the
sounding depths that are found on charts. As Chart Datum is a point below which the water level seldom falls the mariner can
consider this to be the minimum depth of water available at any time. In addition to this depth he will have some height of tide to
add.

Passage Planning Using this Guide – This give advice on the application of Appraisal, Planning, Execution and Monitoring in
passage planning;
 Routing: General Rules and Recommendations – Covers the application of IRPCS Rule 10 and the use of
the Deep Water routes;
 Routing: Special Rules and Recommendations – informs of the IMO adoption of the TSS schemes, and
advises that vesasels over 300 GT should have electronic position fixing systems;
 Passage Planning: Special Classes of Vessel – gives advice for deep draught vessels eg underkeel
clearances and routes to use, recommended routes for vessels carrying dangerous goods and the use of
ITZ for sailing vessels under 20m;
 Oil and Dangerous Cargoes: Marine Pollution – Gives advice on the MARPOL and reporting requirements
for different classes of cargo;
 Radio Reporting Systems applying to through Traffic – gives advice on where reporting information can be
found in ALRS, and the reporting requirements and contents of the reports for different types of vessel
carrying different types of cargo in the various areas;
 Reporting to a Port of Destination in the Area – gives the reporting requirements for ports to be used in the
area (e.g. notice of arrival) and where information can be found on the requirements (ALRS Vol 6);
 Maritime Radio Services – details on Navigation warnings and weather bulletins, NAVTEX stations and
Traffic surveillance in the area;
 Pilot Services – Details on both Deep Sea Pilot and Harbour Pilots
 Tidal Information and Services – Co-Range and Co-Tidal information in the area.
(b) Tidal Stream AtlasThis contains the directions and the strengths (Neaps and Springs) of the tidal streams to be
expected in a sea area (e.g the English Channel). The strength of the tide is indicated by the thickness of the lines in the pages.
Used with the tide tables for the nominated port, the directions and rates for the predicted range can be calculated more
accurately using the computation table at the front. This information is given at hourly intervals for High Water, the six
preceding and six successive hours. More precise information can be obtained using the chartlets provided in some volumes,
and the Co- Range and Co-Tidal diagrams can be used to calculate underkeel clearances.

When appraising and planning for a landfall, the following should be considered:

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The Landfall approaches should be clear of navigational hazards e.g. shoals, dangerous wrecks;

Large scale charts of the area must be available

 A sea bed with a distinct shoaling features that assists navigation using the echo sounder;
 The predicted meteorological conditions of the area for visibility and wind force and direction, rainfall, low lying cloud
etc;
 The anticipated ranges of the first sighting of lights, and their identification e.g. by the use of distinct characteristics
and Racons;
 The direction and rate of tidal streams especially when the tide is strong;
 The mix of fixing methods available including visual, radar, electronic navigational aids and echo sounder
 Consider that low lying land may only be visible at close range – distinctive mountainous areas can be identified
using the sketches in the Sailing Directions
 Prominent coastlines with distinct features are useful for identification especially by radar;
 Fog signals to assist in recognition and proximity to land in poor visibility
 Suitable anchorage areas;
 Traffic density
(b) Publications that should be consulted when planning to make a landfall are:

1. Admiralty Sailing Directions (Pilot Books),

2. Admiralty Lists of Lights and Fog Signals,

3. Admiralty Tide Tables;

4. Current and tidal atlases

5. Admiralty Lists of Radio Aids to navigation;

6. IMO Routing

7. Notices to Mariners

8. Nautical Almanac

The following publications should be consulted during the appraisal stage of the voyage planning

Existing radio navigational warnings;

Admiralty Notices to Mariners;

 Accurate and up-to-date Admiralty Lists of Lights and Fog Signals;

 Accurate and up-to-date Admiralty Lists of Radio Signals;
 Mariners Handbook (NP100);
 Admiralty Sailing Directions;
 Current and tidal atlases;
 Current tide tables;

(c) The Chart Publication/Edition Date (printed bottom centre of the chart) and small corrections (entered in the bottom
left hand corner of the chart) would be checked against the chart correction log that they correspond (NP133A).

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The above would then be checked against the latest Cumulative List of Admiralty Notices to Mariners, and any
subsequent Weekly Notices to Mariners Published since the publication date of the cumulative list. This method
would only give the last 2½ to 3 years corrections however, since the cumulative lists only go back that far.

Alternatively, ukho.gov.uk website could be accessed (if available) where the publication/edition date, and ALL the small
correction numbers and the corresponding NTM’s since the chart was produced is published.

Transit bearings have the following uses:

 Act as Bearing lines to contribute to a 3 line fix (;

 Detection of dragging anchor;
 Calculation of a Compass Error (Standard or Gyro);
 Swinging the vessel by compass adjusters to create the deviation curve;
 Leading Lights to act as a headmark/sternmark for port entry;
 Act as clearing bearings;
 Act as limiting danger lines for navigable channels;
 “Chinese Transits” used to detect small movements of the vessel when berthing;
 In pairs used for speed trials and log calibration;
 Triangulation for traditional methods of hydrographic surveying.
 Considerations when selecting a transit are:
 Ease of identification;
 Conspicuous;
 Reasonable but not excessive vertical separation
 Reasonable horizontal separation so that cross track error can quickly be detected;
 Daytime vs nighttime visiblity;
 Must be fixed objects;

( Clearing bearings ;are bearing lines pre-calculated from a conspicuous object that must not be crossed in order to
avoid a danger.

They are marked Not Less Than (NLT) or Not More Than (NMT) depending which side of the line the
vessel must stay.

They must be drawn sufficiently far from the object so that the vessel will still clear the danger when on the
line and turning away from the danger (Standard to Stern + 1 cable where possible).

(ii) Parallel Index line The are lines parallel to the courseline drawn on the radar from a base line. The
distance between the lines is measured and indicated on the chart and replicated on the radar. When the
Parallel Index line runs against the selected prominent object the navigator is given real time information
on whether the vessel is on track, or if not, the direction and amount of the cross track error. NLT/MMT PI’s
can also be used to indicate limits of acceptable/safe cross track error, and when a wheel over position is
reached. Maintaining 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;

b)  Fully appraising the situation and the risk of collision, stranding and other dangers to navigation; andDetecting
ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe navigation.

c) All persons who are assigned duty as an officer in charge of a watch or as a rating forming part of a watch shall be
provided a minimum of 10 hours of rest in any 24hr period.

The hours of rest may be divided into more than two periods, one of which shall be at least 6 hours in length.

The requirement for rest periods laid down in the previous two paragraphs need not be maintained in the case of an
emergency or drill or in other overriding operational conditions.

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Notwithstanding the provisions of the first two paragraphs, the minimum period of ten hours may be reduced to not less
than 6 consecutive hours provided that any such reduction shall not extend beyond two days and not less than 70
hours of rest are provided each seven day period.The period between rest periods shall not exceed 14 hours

 Administrations shall require that watch schedules be posted where they are easily accessible.

“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 should include:

 the full rudder movement according to the required capabilities of the steering gear;
 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.
(c) Emergency steering drills must be carried out at least once every 3 months

(a) Lowest Astronomical Tide (LAT) This is the lowest level of tide when considering only the effect of the sun and
moon.(b) The reasons for differences between published heights/times and actual tides is:

The effect of wind;

(i) The effect of extremely high or low pressure;
(ii) Storm surges;
(iii) Negative surges;
(iv) Exceptionally heavy rainfall;
(v) Errors in seasonal correction due to them being an average.

(c) (i) The black circle indicates that a New Moon has been predicted for that date.

(ii) Referring to the curve indicates that Spring Tides will occur 2 days later.

(d) (i) The “Tidal Set” is the direction of the flow of the tide measured in degrees true.

(ii) The “Tidal Drift” is the distance a body of water will have moved during a period of time measured in
nautical miles.

(iii) The “Tidal Rate” is the speed that a body of water has moves during a period of time measured in knots.

(a) World Geodetic System 1984 Datum

 The charted Note “Satellite Derived Positions” informs the navigator that the datum for the celestial sphere is that of
the “World Geodetic System 1984 Datum” (WGS 84). The navigator would have to ensure that the GPS set in use is
set to this datum.
 The positions, when used on the chart would have to be adjusted as follows:
Latitude adjusted by 0.02’ Southwards

Longitude adjusted by 0.05’ Eastwards.

Both these are so small that they are of no practical use to the ships navigator using this chart, due to the scale, and
would therefore be discarded.

The subsequent actions on discovering the discrepancy are:

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Inform the Master

 Compare gyro with magnetic compass

 Ensure the safety of the position of the vessel by fixing using other means
 Check the chart for magnetic anomalies
 Re-work another calculation
 Verify that the magnetic compass has not been interfered with – i.e. correct magnets correctly positioned,
spheres correctly positioned etc
 Under “General Provisions on Ships’ Routing” The IMO Routing Guide states under
paragraph 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 all 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.

 MGN 315 paragraph 8.3 states:

Full account has been taken of all relevant factors including but not limited to:
state of the weather visibility traffic densityproximity of dangers to navigationthe attention necessary
when navigating in or near traffic separation schemes
design and layout of the bridge
arcs of visibility
radar equipment fitted and their limitations with respect to navigation
other duties that the officer may have to engage in and which could be a distraction from the keeping of a proper look-out such
as:
operation of GMDSS and other communications equipment such as cell phones and email systems
navigational maintenance such as completion of logs and other record keeping and correction of charts and publications
routine testing and maintenance of bridge equipment

In any event, an OOW acting as sole look-out should always be able to fully perform both the duties of a look-out and those
of keeping a safe navigational watch. Assistance must be immediately available to be summoned to the bridge when any
change in the situation so requires.”

(iii) MGN 315 paragraph 9.2 states:

“As a way of fully engaging the look-out’s attention consideration should be given to keeping the look-out appraised of
the current navigational situation with regard to expected traffic, buoyage, weather, landfall, pilotage and any other
circumstance relevant to good watchkeeping.”

(a) The Sailing Directions give information on the following:

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(i) The Topography of the Land

(ii) Hazards – Exercise Area

Ferry Traffic

(iii) Wind – local influences and effects

(iv) Seas – how affected locally by the weather

(v) Current & Tidal Streams

(vi) Local Magnetic Anomoly

(vii) Reporting System

(viii)Routes – Inshore – Principal marks

Aids to Navigation

Directions

(c) Parallel Indexing indicates only whether a vessel is on or off track. It can also be used to indicate whether a
vessel is in safe water or not – if the NMT/NLT lines are also used. PI do however only give one position line,
so cannot be used as a fix since a fix requires at least two position lines.

(d) The primary means of fixing at night would be by visual bearings of the lights, backed up by radar ranges to
give at least three position lines per fix.

(e) (i) Clearing Bearings

(ii) Clearing Ranges

(iii) Echo Sounder

(iv) GPS

(f) If the GPS set is programmed to use the Datum of WGS 84, then it will tie in with the same Datum used in the
creation of the chart. No corrections will need to be applied to the positions acquired from the GPS – they can be plotted
directly on the

Detection by radar - especially in a calm sea (cannot be relied upon for bergy bits and growlers).

 Visually – appears as a white mass when shone on by the sun, with not sun a dark mass. First signs may be the
wash of the sea breaking on its base

 Ice blink - sighted as a yellowish haze usually well before the ice itself is detected. If overcast an ice blink will tend to
have a white layer reflecting with the cloud formation.

 Sea surface temperature – If carefully watched in the North Atlantic may indicate entry into a cold ice bearing current.
If the recoded temp is 1°C then ice can be assumed to be within 150 nautical miles. If below -1°C then ice is within 50
nautical miles.

 Fog bank - Ice edge is often accompanied by a thick bank of fog.

 Wildlife – prior to sighting ice or fog banks, it is more likely that observation of wildlife will provide indication of ice e.g
walrus, seals, and different species of birds far from land.

 Sea state – a distinct change in sea state, where an abrupt smoothing of the sea and a reduction in swell indicates
that ice could well be to windward

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 Noise – a thunderous roar is heard when a growler is calved.
(b)

 steer towards warmer conditions, or

 seek shelter, as soon as possible.

If unable to reach shelter or warmer conditions, it has been found best to:
 reduce spray to a minimum by heading into the wind and sea at the slowest speed possible, or
 run before the wind at the least speed that will maintain steerage.

Additionally:

 manual removal / clearance may be considered.

 Use of de-icing agents

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(c) Under SOLAS Chapter V, 2004, the Master of every ship encountering dangerous ice or conditions that will cause ice
accumulation on ships, is required to report these conditions, format of the report can be found in The Mariners
Handbook (NP 100).

(d) (i) ice reporting contentsThe message should contain:

 The type of ice

 The position of the ice
 GMT and date of the observation
(ii) The message should contain:

 The date and GMT

 The position of the ship
 The air and sea temperatures
 The force & direction of tide

The compass error should be obtained if:
Once a watch when no major alterations of course take place
 After any major alteration of course
 When entering or leaving restricted waters
 When entering or leaving an area of magnetic anomaly
 If the OOW has any doubts as to its reliability
The following could be used:

 Sound powered telephone

 Talk back system
 VHF/UHF portable radio
 Messenger if applicable to that ship
(a)(i) Tactical advanceDistance travelled by the centre of gravity in the direction of the original course until a point where
the vessel has altered her course by 90°.

Total advanceThe total distance travelled by the centre of gravity in the direction of the original course.

(ii) TransferThe distance travelled by the centre of gravity measured perpendicular to the direction of the original
course.

(iii) Wheel Over PositionThe position at which the course alteration is initiated

(i) Clearing Bearing

A minimum or maximum bearing of a given object which must not be crossed if the vessel is to remain on a safe track. This is
mainly used for coastal navigation visual, but can also be used for blind pilotage ie radar.

Leading Lights

Two lights at different ranges which have to be kept in a vertical line to keep the vessel on a safe track.
This is frequently used for entering and leaving port.

Cross Track Limit

The maximum perpendicular distance that a vessel may safely be from the planned track. This is mainly used in conjunction
with GPS

Abort PositionThe “Point of No Return”. The position along a given track which is the last chance for the vessel to abort the
manoeuvre passing between two breakwaters. Once passed the abort position is passed the distance to the hazard is less than
the turning circle and stopping distance, so the vessel is committed to the required manoeuvre.

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(b) The following items of bridge equipment would be checked prior to entering restricted waters:echo
sounders;elecronic navigational position fixing systems;gyro/magnetic compass & repeaters radar(s);

bridge and engine-room telegraphs, including:rpm indicators;

controllable pitch propeller controls and indicators, if fitted;

bridge to engine-room communications facilities;

VHF radio communications;
navigation and signal lights, including searchlights, signalling lamp, morse light;
sound signalling apparatus, including whistles;
steering gear, including manual, auto-pilot and emergency changeover arrangements and rudder indicators;
window wiper/clear-view screen arrangements
The following shall be used to determine the fixing interval in restricted waters:
the proximity of navigational hazards;
speed;
prevailing visibility;
range of fixing methods available for cross checking to take place;
reliability of fixing methods available.
Factors to cause tide

The main factors causing tides are the combined effect of the gravitational forces exerted on the earth by the moon and also,
by the sun and are combined with the centrifugal forces produced by the revolution of the earth and moons orbit around the
earth to cause tides.

The difference in the gravitational and centrifugal forces exerted on the earth's surface by the moon causes water to pile up
towards the moon and also, in the hemisphere opposite to the moon.

Figure 1

Point A

LW
Moon

HW P
* HW

Spring tides The tides with

maximum range are
known as
LW Spring tides -
they occur at fortnightly
intervals. '
"Figure 2 represents the relative positions of the sun and moon at spring tides, when the tidal generating forces of the sun and
moon act together producing the highest high tide and the lowest low waters.

The moon is at conjunction (New Moon) or opposition (Full Moon).

Figure 2

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Full Moon New Moon

Earth Sun

Opposition Conjunction

Neap tidesThe tides with minimum ranges are known as Neap tides - they also occur at fortnightly intervals.Figure 3
represents the relative positions of sun and moon at neap tides when the tidal generating forces are acting at right angles to
each other, so that effectively a lower high water and a higher low water is produced. . These forces of the Sun relative to the
moon are in the approximate ratio 7: 3.The moon is said to be at quadrature.Figure 3

1st Quarter

Earth Sun

3rd/Last Quarter

The reliability of tidal predictions is dependant upon:

The methods of prediction that were used in the calculation – the longer the period over which the observations were
made, the more accurate the data will be for the seasonal changes in meteorological conditions for instance.

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How recent the tidal observations were made. For example, over the years mean sea level changes. The more recent the
observations the more accurate the tidal prediction information will be.

The discrepancies between predicted and observed heights and times can be caused by:
(i) Meteorological Conditions:

 Changes in barometric pressure

 Effects of Wind
 Seiches
 Storm Surges
(ii) Shallow Water Effects

(iii) Seasonal Variations:

 in Mean Level
 Harmonic Constants

(d) The Standard Port from which the Secondary Port Data is based should have:

Tidal Characteristics similar to that of a local standard port.

If (i) is not possible then another standard port distant from the secondary port which has similar tidal characteristics

(b) (i) The light flashes (i.e. the period light is shorter than the period of

darkness):

 1 Flash (fl) (the period lit) for 0.5 seconds then;

 Eclipses (ec) (the period of darkness) for 1 second then;
 1 Flash (fl) (the period lit) for 1.5 seconds then;
 Eclipses (ec) (the period of darkness) for 8 seconds.

(ii) The Light is Sectored. The Green sector is visible between the True Bearings of 245°T and 274°T. A
total arc of visibility of 29°.

(iii) This is a description of the structure and its height in metres. The Lighthouse is a white coloured tower with a height of
13 metres. This is measured from the top of the structure to the ground.

(iv) These remarks refer to the Fog Signal. It sounds as follows:

 1 Blast (bl) (the period the fog signal is sounded) for 1.5 seconds then;
 Silence (si) (the period of silence) for 3 seconds then;
 1 Blast (bl) for 1.5 seconds then;
 Silence (si) for 39 seconds.
(v) Racon – A Radar Transponder Beacon. This searches through radar band widths to detect radar
transmissions. Once detected the Racon will transmit a signal which can be seen by the navigator on the radar screen and thus
assist with the identification of Hook Head on Radar. It does not state whether the Racon operated on 3cm, 10cm or both radar
wavelengths. The chart however does state that it operates on both and transmits the morse letter K (-.-)

Ten factors to consider when passage planning are

:currents ( directions and rate of set ) ;

tides ( times, height, direction and rate);

 draft of vessel during the various stages of the intended passages including under keel allowances for
areas where squat may be experienced:
 advice and recommendations given in the sailing directions;
 navigational lights ( characteristics, range, arc of visibility and anticipated luminous range);
 navigational marks (anticipating both their radar and visual detection ranges);
 traffic separation, and mandatory and voluntary routeing and reporting schemes;

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 radio aids to navigation, availability of coverage and degree of accuracy at each stage of the passage and
availability of DGPS if used;
 navigational warnings affecting the area;
 location of ferry routes, especially where high speed craft may be encountered ;
 climatological data affecting the area; and
 vessel’s manoeuvring data.

 Four factors influencing the margin of safety off a headland are:
The manoeuvrability of the vessel in the expected load and weather conditions
 The condition of the vessel and her equipment
 The quantity, availability and experience of the navigating officers/watchkeepers
 The availability, reliability, quality and quantity of position fixing methods, and the ability to cross check
different methods
 Company/Masters Standing Orders and SMS requirements
Four factors to consider when deciding what to use for primary and Secondary Means of Fixing when Coasting are:

The expected met visibility for visual fixing

 The rainfall which could affect both visual fixing but also radar detection in heavy showers,
 The topography of the coast and its suitability for using Radar to measure ranges,
 The availability of GPS/DGPS and other means of electronic navigation in that area to back up the above

(c) (i) Traffic lane

An area within defined limits in which one-way traffic is established. Natural obstacles, including those
forming separation zones, may constitute a boundary.

Separation zone

A zone separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions;
or separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular
classes of ship proceeding in the same direction. Shaded Magenta on the chart and usually to be avoided.

(iii) Separation Line

A line separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or
separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular
classes of ship proceeding in the same direction. Shaded Magenta on the chart and usually to be kept clear
of

(iv) Inshore traffic zone

A routeing measure comprising a designated area between the landward boundary of a traffic separation
scheme and the adjacent coast, to be used in accordance with the provisions of rule 10(d), as amended, of
the International Regulations for Preventing Collisions at Sea, 1972 (Collision Regulations).

(v) Precautionary area

A routeing measure comprising an area within defined limits where ships must navigate with particular
caution and within which the direction of traffic flow may be recommended.

The properties of a Mercator Chart are:

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The chart is 'ORTHOMORPHIC' i.e .the shape depicted on the chart is the same as the shape of the land on the Earth.
All meridians lie vertical, are equidistant and parallel straight lines.
All parallels of Latitude are horizontal, parallel straight lines and lie at right angles to the meridians
All RHUMB lines appear as straight lines crossing meridians at equal angles.
Every Latitude has a different scale of distance
Items of other Bridge equipment to be checked during an Ocean Passage include:

Gyro Repeaters synchronisation

 Magnetic Compass Error/Deviation
 Steering in Hand function
 Radar Performance
 AIS function
 VHF Function
 GMDSS equipment function
 GPS/Electronic Fixing aids cross check & function
 Nav lights function
 Whistle function
 Met equipment function (Wet & Dry thermometers, Precision Aneroid Barometer, Barograph)

(b)(i) Backscatter can make it difficult to see lights and other objects at night. The speed of the vessel needs to be
adjusted so that lights and other objects can be seen in reasonable time to allow the appropriate actions required by the IRPCS
to take place.

(ii) S band and X band radars are have different abilities to detect objects in different conditions at different ranges. A
vessel may have blind and/or shadow sectors which makes detection difficult. Due to age/ condition, a radar set may lose
performance. All these may affect the range at which objects are detected, therefore the speed needs to be adjusted to take
these into account.

(iii) When an object is first observed visually, its range can be found using radar. This gives the Navigator a more exact
assessment of the visibility than by estimation. The vessels speed needs to be adjusted according to the range at which
objects/vessels are detected. This can therefore be done with greater accuracy.

The D’Long between two points can only be used as a unit of linear measure if both points are at the equator, since 1 minute
of longitude is equal to one nautical mile.

At latitudes other than the equator the distance between the meridians passing through the points decreases by the cos of the
latitude and so is not constant. It cannot therefore be used as a linear measure.

(b) Ten checklists from section B include:

B1 Familiarisation with bridge equipment

B2 Preparation for sea

B3 Preparation for arrival in port

B4 Pilotage

B5 Passage plan appraisal

B6 Navigation in coastal waters

B7 Navigation in ocean waters

B8 Anchoring and anchor watch

B9 Navigation in restricted visibilityB10 Navigation in heavy weather or in tropical storm areas

B11 Navigation in ice

B12 Changing over the watch

B14 Pre-operational DP checklist

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(c) The BPG requires that a “proper formal record of navigational activities and incidents which are of importance to
the safety of navigation, is kept in appropriate log books”

Paper records should have the times and dates of the start and stop marked on them, and be kept at least to the end of the
voyage. This will act as evidence should any claims be made against the vessel.

Enough information should be kept in logbooks and charts to allow the actual track of the vessel to be reconstructed and the
charts should not be cleaned off until the end of the voyage for the same reasons as above.

(d) One hours notice is given:

To allow for the manning and machinery status of the Engine Room to be adjusted as required for standby
 To allow the testing of steering gear, engines and communications to take place.
From Tide Tables

LW 17.20 0.4m

LW 23.30 1.7m

The Tables for Halifax state that Harmonic Constants must be used to calculate the intermediate tides. We cannot calculate the
intermediate tides, therefore since the vessel cannot cross the shoal at LW, the only time we know for certain that the vessel
can safely cross the shoal is at HW.

HW 29th 23.30 Standard Time

Zone + 04.00

HW 30th 03.30 GMT

The Earliest Time the vessel can cross the shoal is at 03.30 hrs GMT on 30th January

(b) The four instances when intermediate heights cannot be calculated are:

If the tide tables instruct to use harmonic constants

If there is shallow water effect

If the duration exceeds 7 hours

If the duration is less than 5 hours

(a)(i) The following could be extracted from the Sailing Directions which could be used in the appraisal stage of
Voyage Planning:

 Meteorological/Climatic information
 Current and Tidal Information
 Navigational Hazards
 Navigational aids/marks
 Navigational advice for entering/leaving harbours
 Sketches/photographs of the ports/coastal features
 Berth information/directions
 Facilities available within the port e.g. Pilotage, repair yards, anchorages etc

The discrepancies between predicted and observed heights and times can be caused by:
Meteorological Conditions:

Changes in barometric pressure

 Effects of Wind
 Seiches
 Storm Surges
(ii) Shallow Water Effects

(iii) Seasonal Variations:

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 in Mean Level
 Harmonic Constants
Ten factors to consider when passage planning are:
currents ( directions and rate of set ) ;
 tides ( times, height, direction and rate);
 draft of vessel during the various stages of the intended passages including under keel allowances for
areas where squat may be experienced:
 advice and recommendations given in the sailing directions;
 navigational lights ( characteristics, range, arc of visibility and anticipated luminous range);
 navigational marks (anticipating both their radar and visual detection ranges);
 traffic separation, and mandatory and voluntary routeing and reporting schemes;
 radio aids to navigation, availability of coverage and degree of accuracy at each stage of the passage and
availability of DGPS if used;
 navigational warnings affecting the area;
 location of ferry routes, especially where high speed craft may be encountered ;
 climatological data affecting the area; and
 vessel’s manoeuvring data
(b) Five factors influencing the margin of safety are:

The manoeuvrability of the vessel in the expected load and weather conditions
 The condition of the vessel and her equipment
 The quantity, availability and experience of the navigating officers/watchkeepers
 The availability, reliability, quality and quantity of position fixing methods, and the ability to cross check
different methods
 Company/Masters Standing Orders and SMS requirements
Five factors to be considered during the execution stage are:

The reliability and condition of the ship’s navigational equipment – the better and more reliably the vessel’s position can be
fixed allows greater flexibility in how it is navigated about dangers.
Estimated times of arrival at critical points for tide heights and flow – there may be times when the direction and/or speed of the
tide makes navigation hazardous, therefore it must be planned to avoid these times.
Meteorological conditions, particularly areas known to be affected by fog – this will influence the safe speed at which the vessel
can be navigated.
Daytime versus night-time passing of danger points – availability of different navigation aids that are best used during the day
or night will influence whether a day or night passage is required e.g good leading lights may influence a night passage through
traffic conditions, especially at navigational focal points that hazardous area.
Traffic conditions, especially at navigational focal points – heavy traffic and Traffic Separation Systems may require the vessel
to come to Stand-by, and slow the vessel to manoeuvring speed or less. This will affect speed, ETA’s and manning
requirements where a helmsman/extra lookouts are required.
Five factors to be considered during the monitoring stage are:
 The vessels progress along the planned track must be monitored all times – this ensures that the vessel is
in a safe position, is heading in a safe direction, and is making good the required speeds so that she will
meet the required ETA’s for critical parts of the voyage. If the position cannot be fixed then the Master is to
be informed immediately.
 The performance of navigational equipment should be checked prior to sailing, prior to entering restricted
or hazardous waters and at regular intervals at other times throughout the voyage – this ensures that the
availability accuracy and reliability of each piece of equipment is known, and therefore the reliance that can
be placed on it.

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 Advantage should be taken of all navigational equipment with which the vessel is fitted for position
monitoring – using all available means of fixing allows the navigator to cross check the different methods
which gives an idea of how much reliance can be placed on the various methods at that time. It will also
give an indication of the quality of the position fixing.
 Each time the vessel is fixed and marked on the chart in use, the estimated position at a convenient
interval of time in advance should be projected and plotted – this allows the navigator to estimate when he
will arrive at different points, e.g what time the vessel will arrive at the next alteration of course.
 Radar can be to advantage in monitoring the position of the vessel by the use of parallel indexing – this is
another method that can be used to guage whether the vessel is on track, how far it is off track, and
whether it is heading into danger if “Not More Than”/”Not Less Than” lines are also used as a form of
clearing ranges.
On discovering a 15° gyro error the following would be carried out:

Call the Master

 Confirm the safety of the vessel with reference to position/heading
 Change to Hand Steering using the Magnetic Compass
 Change Radar to Ships Head up display
 Compare the repeater used for the observation with the Master Gyro
 Compare the two gyro compasses
 Check the Latitude/Speed inputs for Sperry type Gyros
 Compare the Gyro to Magnetic Compass course difference to the one first found on altering to that course
to see if it has changed
 Re-check calculations and hat the correct body has been used (e.g. mis-identification of a star)
 Take a new observation and perform a new calculation
 Check previous errors in the Compass Error Book
Six publications to consult when planning this passage are:appropriate scale, accurate and up-to-date charts to be used
for the intended voyage or passage corrected using relevant permanent or temporary notices to mariners;

existing radio navigational warnings;

accurate and up-to-date sailing directions;

 accurate and up-to-date lists of lights;

 accurate and up-to-date lists of radio aids to navigation;
 current and tidal atlases;
 current tide tables;
 IMO Routing Guide;
 The adoption of a TSS can be found in:

 IMO Routing Guide
 Sailing Directions
 Annual Summary of Notices to Mariners
 The appropriate BA chart
Manovervoard

Since the casualty is still visible, then the Single Turn can be performed which is preferable to the Williamson Turn. This
manoeuvre returns the vessel to the casualty much more quickly and creates an excellent lee in which to launch the rescue
craft, but relies on the casualty remaining visible.

Immediate actions are:

Wheel put in Hand steering (Man on the wheel) and hard over to Port ordered (towards the casualty)
 Release MoB Lifebuoy ensuring the smoke float is activated
 Lookouts posted
 Call Master
 Sound 3 long blasts on the ships whistle and alarm systems
 Engines to Standby and reduce speed
 Position (and Time) recorded (MoB activated on ECDIS/GPS)
 Hoist “O” Flag

Subsequent actions are:

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Complete single turn to a course of approximately 233°T
 Prepare the rescue craft,
 Muster and brief the boat crew
 Slow the vessel to a safe speed to launch the rescue craft
 Guide Rescue craft towards the casualty using VHF/Flags
 Rig searchlights at night
 Have blankets and 1st Aid Kits to hand to receive the casualty
 Prepare the hospital to receive the casualty
 Once the rescue craft is away, manoeuvre the vessel to create a lee to recover the rescue craft
 Send Pan Pan message to vessels in the vicinity if the casualty visible, Mayday message if casualty is lost and
assistance is required
 If casualty is lost commence expanding square/sector search
The Pacific Curves cannot be used if:

the duration is less than 5 hours;

Ithe duration is greater than than 7 hoursp;
there is shallow water effect;
 the tables require the use of Harmonic Constants.
 Six items from the BPG Heavy Weather Checklist are:
Have the Master, Engine Room and Crew been informed of the conditions?
 Have all moveable objects been secured above and below decks, particularly in the Engine Room, Galley and
in Storerooms?
 Has she ship’s accommodation been secured and all ports and deadlights closed?
 Have all weather deck openings been closed?
 Has the Speed and Course been adjusted as necessary?
 Have the crew been warned to avoid the upper deck areas made dangerous by the weather?
 Have safety lines/hand ropes been rigged where necessary?
 Have instructions been issued on monitoring weather reports?
(c) Five items to be considered are:

Have the engines on Standby, the helm in hand steering and the vessel ready for immediate manoeuvre
 Keep at least 500m from any installations
 Be vigilant of day signals/ lights for vessels that might be Restricted in their Ability to Manoeuvre e.g. whilst
anchor handling and Supply Vessels making an approach on the rigs
 Underkeel clearance may be reduced by wellheads and underwater pipelines
 Do not anchor in areas where there are pipelines – they may not be on the chart yet due to having just been
layed
 Possible magnetic anomalies around the pipelines
 Rigs may not be where charted – not yet recorded on Riglists

Tidal Stream AtlasThis contains the directions and the strengths (Neaps and Springs) of the tidal streams to be expected in a
sea area (e.g the English Channel). Used with the tide tables for the nominated port, the directions and rates for the
predicted range can be calculated more accurately using the computation table at the front. This information is given
at hourly intervals for High Water and the six preceding and six successive hours. More precise information can be
obtained using the chartlets provided in some volumes, and the Co- Range and Co-Tidal diagrams can be used to
calculate underkeel clearances.

(iii) Admiralty List of Light and Fog Signals

This contains the name, position, characteristics, elevation, appearance, height, and details of any Fog
Signals that may be sounded. This would be used to help with recognition of the light in daylight, and gives
the details of arcs of visibility. These are updated by the Weekly Notices to Mariners, so if a light was
Temporarily destroyed for instance, this would be noted.

(c) It is used to calculate the and compare the Mean Spring Range (MSR) and the Mean High Water Interval (MHWI)
for the location and the Standard Port so that the differences can be calculated and used to calculate the times and
heights for the position required. This would be used in shallow waters so that deep draught vessels can have their
underkeel clearances can be calculated.

Since the HW moves with the movement of the moon, the movement of the HW can also be calculated and plotted
so that the vessel can, in some instances chase the HW along the English Channel to maximize underkeel
clearance.

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(b)(i) Height of TideThe difference in height between the chart Datum line and the water level.

Spring Range (Mean Spring Range) The difference in height between MHWS and MLWS.

Drying Height This is height of a rock or shoal above Chart Datum, and is indicated on a chart as an underlined
figure e.g 04 shows a drying height of 0.4 m above Chart Datum

(c)(i) Traffic laneAn area within defined limits in which one-way traffic is established. Natural obstacles,
including those forming separation zones, may constitute a boundary.

Separation zone A zone separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or
separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular classes of ship
proceeding in the same direction. Shaded Magenta on the chart and usually to be avoided.

Separation Line A line separating the traffic lanes in which ships are proceeding in opposite or nearly opposite directions; or
separating a traffic lane from the adjacent sea area; or separating traffic lanes designated for particular classes of ship
proceeding in the same direction. Shaded Magenta on the chart and usually to be kept clear of

Inshore traffic zone A routeing measure comprising a designated area between the landward boundary of a traffic separation
scheme and the adjacent coast, to be used in accordance with the provisions of rule 10(d), as amended, of theInternational
Regulations for Preventing Collisions at Sea, 1972 (Collision Regulations).

Precautionary area A routeing measure comprising an area within defined limits where ships must navigate with particular
caution and within which the direction of traffic flow may be recommended.

Refers to a 3rd edition of the BPG (1998). Superseded by 4th edition (2004). This answer is taken from the 3rd edition. No longer
applicable.

Part A contains:

1. Bridge Organisation
2. Passage Planning
3. Duties of the Officer of the Watch
4. Operation and Maintenance of Bridge Equipment
5. Annexes

Checklists from part C are:

C1 Main Engine or Steering Gear Failure;

1. C2 Collision;
2. C3 Standing or Grounding;
3. C4 Man Overboard
4. C5 Fire
5. C6 Flooding
6. C7 Search and Rescue
7. C8 Abandoning Shiip

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