Sqa Nav Theory 2015 To 2019 Updated

SOUTH TYNESIDE MARINE COLLEGE
NAVIGATION SQA THEORY

UPDATED FROM 2005 TO 2019
RAMEZ ABDUL RAZZAK KAPDE / SEPT 2019 - HND

4/16/2020
NAVIGATION SQA THEORY TOPIC WISE COVERED, THE ENTIRE THEORY QUESTION FROM 2005 TO 2019. THEORY
SORTED FROM SOUTH SHIELDS NOTES AND WARSHAH NOTE. BATCH SEPTEMBER 2019 HND
Table of Contents
1. ICE NAVIGATION ................................................................................................................................ 0
2.SEARCH AND RESCUE.......................................................................................................................... 14
3.BRIDGE MANAGEMENT ....................................................................................................................... 28
4.ECDIS ...................................................................................................................................................... 92
5.WWNWS ................................................................................................................................................. 109
6.MGN/MSN/MIN ..................................................................................................................................... 120
7.OFFSHORE NAVIGATION .................................................................................................................... 130
8. RULES OF THE ROAD (ROR) ............................................................................................................. 133
9.TIDES .................................................................................................................................................... 135
10.ROUTEING .......................................................................................................................................... 141
11.METROLOGY ...................................................................................................................................... 169
12.TRS (TROPICAL REVOLVING STORM) ........................................................................................... 173
13.MISCELLANEOUS .............................................................................................................................. 193
RAMEZ ABDUL RAZZAK KAPDE / SEPT 2019 - HND 1

1. ICE NAVIGATION
State the season for icebergs near the Grand Banks of Newfoundland; (2)
 From March to July, greatest frequency April, May and June.
State the general limits for icebergs near the Grand Banks of Newfoundland. (2)
 Bergs are not normally found South of 40 N or East of 040 W.
VESSELS ENGAGED ON PASSAGES THROUGH NORTH ATLANTIC MAY

ENCOUNTER ICEBERGS AT CERTAIN TIMES OF THE YEAR.
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)
 February 01 – July 31.

 Icebergs unlikely south of 40 N or east of 040 W.
State the sources and outline the type of information that are available to the Master
regarding the icebergs. (8)
OR
The sources and type of information that are available to the Master; (In Southern
hemisphere) (do not mention first point of the answer) (12)
 North Atlantic Ice Service.

(International Ice Patrol + Environment Canada) Daily fax charts and text messages,
limits and concentrations.
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.
Admiralty List of Radio Signals.

 Details of transmission of text messages and facsimile charts of areas where icebergs
have been detected.
Routeing charts
 Show ice limits for the area covered.
Sailing Directions –
 Climatological data of areas where icebergs are likely.
 Sources of information about current iceberg conditions.
Ocean Passages of the World.

 Ice limits and drift.
 Ice in specific localities.
 Have two coloured pages for the month of Jan & July show the limits of Ice ,Ice packs.
 Ice information services.
GMDSS. Fax charts.

 Vessel reports.
Weather Routeing service
 Relayed information.

Internet
 General information and details of areas where icebergs have been detected. Charts,
satellite images, text messages,
Outline the factors that should be considered by a prudent Master, when determining the
risks involved in encountering icebergs. (14)
 Type of ice 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 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.

Write a section of the Master’s Standing Orders regarding navigating in or near ice. (8)
 Call me at any time if in need of assistance.

 Study Chapter 7 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.
 Obtain regular ice reports and plot the information using appropriate navigational chart.
 Ensure lookouts are vigilant and pay particular attention to the sector directly ahead of the
vessel.
 Operate radars continuously and ensure they are operating at peak performance and are
aware of their limitations.
 Keep well clear of icebergs preferably passing to windward
 Advice the master when sea ice is first detected, place the engines on the stand by and put a
man on the wheel.
 Officer should not enter sea ice if master is not present on the bridge

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:
The preparations before the vessel approaches ice; (8)
 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 lifesaving 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.
The considerations before entering ice; (14)
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.
 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.
When making an entry. (10)

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.
 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 ship.
 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.
 The propellers and rudder are very vulnerable to damage particular in ice.
 Be prepared to go to astern on the engines at any time and in ice it should be done with
extreme care and always with the rudder with the amidships.
 If stopped by a heavy concentration of ice the rudder should be put amidships and the
engines kept turning slowly ahead. The wash will clear the ice astern and enable the ship to
come astern
 Passage through pack ice at night or in reduced visibility should be avoided if possible. The
vessel should heave to and keep the propeller turning slowly.
 If the vessel becomes beset send for icebreaker assistance. A vessel which is beset may
attempt to free herself by transferring ballast to change the trim or list.

Outline six factors that the Master must take into account when manoeuvring the vessel in
ice. (18)
 Enter the ice at 90°

 Enter the ice slowly to prevent damage to the bow and then increase speed
 Ballast tanks at 90% to allow for water expansion at zero ° C
 Do not stop engines in heavy pack ice
 Rudder amidships when going astern
 Keep propeller and rudder immersed at all times
 Work with the ice and make use of leads , however be aware of shore leads
 Keep away from the hummocks
 Engine room change over to low suctions
 What ice class is the vessel
 Ice breaker available
Outline the navigational hazards to be taken into account in EACH of the following
situations:
(i) Entering pack ice; (3)
 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) Manoeuvring the vessel in pack ice; (8)
 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) Approaching port in ice conditions. (10)
 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.
To whom the information should be sent; (5)
 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:
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)
 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.
 Unreliable GPS beyond 70 ° N/S
 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.
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)
 Thermal stratification giving incorrect results.

 Damage to transducer causing inaccuracy.
 Water density different from standard.
(ii) Gyro compass; (5)
 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) Radar. (4)
 Incorrect measurement of range if fast ice is present around land.

 Incorrect measurement of bearings if fast ice is present around headlands.

Outline the reporting procedure that has to be followed by the Master on encountering
dangerous ice. (4) OR
The dangers that should be reported. (11)
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 (UTC) when the ice was last observed.
On which other similar instances is it mandatory for the Master to carry out Mandatory
reporting procedures (5)
 Dangerous Ice
 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.
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.

Describe the information that is required to be transmitted for each type of hazard. (16)
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 (UTC) 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.
 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.
Vessels transiting across the Southern Ocean may encounter different environmental
conditions.
State the approximate limits of icebergs in the South Indian Ocean. (4)
 Extreme Limit of Icebergs, approximately 35°S off South Africa to 40°S off Australia.
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)
 Air temperature less than -2° C.

 Low sea temperature.
 Conditions producing spray: Factors are wind speed, wave height, relative wind / wave
direction, vessel speed.
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)
 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.
 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) Explain why mariners should exercise caution when fixing the vessel's position if
the above conditions are suspected. (5)
 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.

2.SEARCH AND RESCUE
With reference to search and rescue, discuss the advantages and disadvantages of the
different patterns available. (15)
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 (TSR).
 Search may be along the intended track and once on each side, then search facility
continues on its way and does not return (TSN).
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 use by several vessels.
 Track Spacing distance may be low, leading to vessels manoeuvring in close proximity.

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)
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. Communications facilities of the vessel, GMDSS and Inmarsat.
 Proximity to the scene of the operation.

 Common language / Language capability.

 Adequate supplies to function for the expected duration of the operation.
Outline six factors to be considered when choosing a vessel to act as On Scene

Coordinator (OSC) during search and rescue operations. (12)
 Initially, the proximity of vessels to the distressed craft. The first facility arriving on scene
should assume the duties of an OSC. The SMC may delegate these duties to another more
suitable vessel once it has arrived.
 The communication capabilities of the vessel. Part of the OSC duties are to manage on
scene communications. A vessel such as a naval vessel, dedicated SRU or a cruise ship, for
example, will have the personnel and facilities to handle these more efficiently.
 The personnel capabilities the vessel. The duties of the OSC are numerous with regard to
managing communication, and the poorer the communications with shore authorities may
mean the OSC will have to take more authority in planning the search, for example. There
needs to be adequate personnel on board to manage these tasks, potentially over an extended
period of time.
 Expertise of vessels involved. This links to the above factor, that a dedicated SRU or naval
vessel will have the prior practical experience of SAR operations and can manage the role of
OSC more efficiently.
 The level of spoken English of the crew, which will have an impact on the ability of the
vessel to manage on scene communications and liaise with land based SAR authorities.
OR

 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. Communications facilities of the vessel, GMDSS and Inmarsat.
 Proximity to the scene of the operation.
 Common language / Language capability.
 (Equipment of the vessel, radar, lifeboats, fast rescue craft.
 Freeboard of the vessel.
 Facilities for accommodation and medical care of personnel recovered.)
 Adequate supplies to function for the expected duration of the operation.
(b) Outline the purpose of IAMSAR Vol. III. (8)
 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 pertains to
their own emergencies.
State FIVE factors that need to be taken into account when selecting a search pattern for SAR
operations at sea. (Any 5 of the below taken from IAMSAR Vol 3) (10)
 Available number and types of assisting craft

 Size of area to be searched
 Type of distressed craft
 Size of distressed craft
 Meteorological visibility
 Cloud ceiling
 Type of sea conditions
 Time of day
 Arrival time at datum

State the publications that should be consulted during a search and rescue operation. (5)
 IAMSAR Manual Volume III

 Routeing Charts.
 Current and Tidal Stream atlases.
 Sailing Directions.
 Weather analysis and forecast charts.
 Admiralty List of Radio Signals.
 Company Emergency Plan for assisting a vessel in distress.
 Annual Summary of Notices to Mariners.
Outline the information that is available to determine a search datum position, from the
publications stated above
IAMSAR Vol III
 Describes the procedure to be used to determine the search datum position from
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.
ASD
 Gives advice on recommended routes, prominent navigational marks, general climatic
conditions, nature of the seabed and mandatory reporting requirements. Should be used
in conjunction with charts and other publications.
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 vol 6
 gives information of mandatory reporting requirements for VTS. Also contact details and
reporting procedures for pilotage and port services.
Company Emergency Plan

 May contain information similar to IAMSAR Vol III.
ASNM
 Gives corrections relating the charts and publications which are required while
proceeding towards the datum or distress craft (if its not in our passage).
Explain, with the aid of a sketch, the method used to determine a datum search position,
assuming the distress position is known. (12)
 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.
Describe the circumstance when the following patterns should be used:
(i) Sector search; (4)
 Most effective when the position of the search object is accurately known and the search
area is small.
(ii) Expanding square search; (4)
 Most effective when the location of the search object is known within relatively close
limits.
(iii) Parallel search. (4)
 Used to search a large area when the search object location is uncertain and a number of
vessels are involve
(d) Describe the preparations that should be done on the bridge on route to the distress
position.(12)
 Acknowledge receipt of the distress message.

 Acquire appropriate information about the vessel in distress.
 Maintain, if possible, AIS data and active radar plots on vessels in the general vicinity.
 Estimate the ETA’S to the distress site of other assisting vessels.

 Assess the distress situation to prepare for operations on-scene.

 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.
 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.
 Maintain awareness of the position of the distressed craft.
 Receive and assess the search action plan.
 Prepare standard messages to be used.
 Organize personnel for bridge and deck operation.
 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.
 Organize preparation of equipment to be used in the operation.
Describe the preparations and decisions to be made by the Master, whilst the vessel is
proceeding to the search area. (see the key points highlighted, so have I described both the
preparations and decisions.) (10)
 The master must prepare for possible SAR action on scene, which may include recovery of
persons from the water or survival craft.
 As part of their preparations the Master should assess the risks they may be encountered on
scene, including those risks such as those associated with leaking cargo. Other factors are
risks arising from the weather conditions on scene, which may affect how the vessel prepares
to recover persons from the water and / or distressed craft.
 The Master must ensure that all personnel and departments are briefed (preparation) in good
time, taking into account the need for all crew to be adequately rested. For example, there is
little point waking the Bosun at 2 o’clock in the morning to tell him we will need all LSA
and rescue equipment available in 6 hours time. The decision when to brief will be one the

Master will have to make, taking into account the ETA on scene and the time it will take to
make the relevant preparations.
 The Master should ensure that all LSA and relevant rescue equipment is ready for use
(preparation), for example any specialised recovery equipment, in addition to own ship’s
LSA.
 The Master should ensure that all signalling equipment is ready and functioning
(preparation), such as signalling lamps, searchlights, torches, smoke floats and load hailers.
 The Master should ensure that all preparations are made for medical assistance, so all
medical equipment on board should be made ready, such as stretchers, blankets and other
medical supplies.
 The Master needs to decide where on the vessel they will shelter survivors, especially in
cases where there are a significant potential number of people to be rescued, ensuring
adequate sanitation and comfort, within the constraints of the vessel in question.
 The Master needs to decide on a suitable amended watch rota for the bridge to ensure that it
is adequately manned once the vessel approaches the area of the distress.
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)
 Acknowledge receipt of the distress message.

 Acquire appropriate information about the vessel in 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.
 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.
 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.

 Maintain awareness of the position of the distressed craft.

 Receive and assess the search action plan.
 Prepare standard messages to be used.
 Organize personnel for bridge and deck operation.
 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.
 Organize preparation of equipment to be used in the operation.
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 life raft
 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
 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.
 Signaling equipment:
 signaling lamps
 searchlights
 torches
 flare pistol with color-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.

3.BRIDGE MANAGEMENT
STCW and 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)
Outline the various factors that should be considered by the Master when deciding
appropriate manning levels on the bridge. (30)
In determining that the composition of the navigational watch is adequate to ensure that a proper
look-out can be continuously maintained, 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;
 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 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, 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 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.
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)
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.
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)
Availability.
 Latitudes within system limits.

 Continuously , 24/7
If you have sufficient satellite
 3 for 2D and 4 for 3D fixes
IF DGPS
 In range of a station
Accuracy
 +- 20 m 95% // +- 100 % rest of the time
DGPS
 +-5 m
Sources of Random Error.
 Solar storms varying ionization 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.
 Clock error
 Multipath error

Sources of Systematic Error

.
 Input error from ground stations.
(ii) Celestial navigation; (10)

Availability.
 When cloud cover permits and the horizon is visible.

 Twilight, planets and stars.
 Daytime, Sun, Moon, Venus.
 Throughout when cloud cover permits and an artificial horizon is available, all objects.
Accuracy
 Approximately 1-2 NM in good conditions.(good horizon and clear sight)
 Variations in refraction affecting the horizon or objects observed.

 Observational errors by the observer.
 Incorrect course and speed applied when transferring position lines
 Refraction.
Sources of Systematic Error.
 Sextant errors. ( also includes non-correctable errors)

 Chronometer error.
 Errors in extraction of data.
 Wrong DIP taken
 Wrong body identified

 Index error
(iii) Radar. (7)
Availability.
 When in radar range of land with identifiable features which can be related to charts.
 Land within 15-20 NM for accuracy.
 Features suitable for measurement of bearings and ranges
Accuracy.
 30m or 1 % of scale in good conditions.

 Bearing +- 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.
 Blind shadow sector
 Refraction
 Heading marker alignment

Sources of Systematic Error.
 Compass errors.
 Incorrect course and / or speed applied when transferring bearings.
 Unknown errors in radar ranges and bearings.
(iv) e-Loran
Availability
 24/7 in Northern Hemisphere when in range of a chain
Accuracy
 +- 0.1 to 0.2’ on the base line

 0.5’ on the Ground wave (600)
 1.0 on the Sky wave (1000)
Errors
 Ionosphere
 Sunspots
 Weather
 surface effects
OR
GNSS (10)
US GPS and Russian GLONASS are the only current operational GNSS.

Availability
 GPS system designed to provide a minimum of 4 satellites above 9.5 degree elevation
anywhere in the world, 24 hours a day. DGPS, relies on being within range of a reference
station.
Accuracy
GPS accuracy +/- 20m, DGPS +/- 5m
 Best when one receiver is overhead and 3 are spread over arc of 120 degrees on
horizon.
Sources of Error
GPS Errors. GPS positional accuracy can depend on the following factors
 IONOSPHERIC Errors
 TROPOSPHERIC Errors (troposphere contains the weather)
 Clock Error
 Multipath Error
 Deliberate jamming of signals
 Solar Storms
High HDOP value – Dilution of Precision – an indicator of the reliability of the position rather
than the accuracy. Depends upon the geometry of the satellites overhead.
Radar (15)
Availability
When in radar range of land or suitable radar conspicuous aids to navigation.
Accuracy
IMO RESOLUTION MSC.192(79) (adopted on 6 December 2004) ADOPTION OF THE

REVISED PERFORMANCE STANDARDS FOR RADAR EQUIPMENT state:

 X-Band (9 GHz) for high discrimination, good sensitivity and tracking performance;
 S-Band (3 GHz) to ensure that target detection and tracking capabilities are maintained in
varying and adverse conditions of fog, rain and sea clutter.
 The radar system range and bearing accuracy requirements should be: Range - within
30 m or 1% of the range scale in use, whichever is greater; Bearing - within 1°.
Sources of Error
 Shadow Sectors
 Correct Identification of object for both RADAR and visual
 User to be aware of any drying heights which may affect returned information on
RADAR display,
Celestial (15)
Availability
 Both the object and the horizon have to be visible. Also, the body has to be within 90° of
Dec of the observer’s latitude.
 Multi-star / planet fix at AM and PM twilight.
 Lat by Polaris in Northern Hemisphere at twilight.
 A single position line obtained by the sun/moon/planet during daylight hours.
 Latitude by Mer Pass Sun.
Accuracy
 Potentially 1 – 2 miles
Sources of Error
 Sextant errors
 Refraction
 Unreliable horizon (for example haze)
 Incorrect object used
 For a running fix, the reliability of course and speed data and the length of the run will

effect accuracy.
 Abnormal atmospheric conditions
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 MALDIVES 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)
 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) Explain why a fully operational GPS receiver would be an advantage when transiting
the islands. (6)
 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.
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 observations. (I5)
GPS
 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
 Radar Observations probably unreliable in this case.

 The target is not clearly identified, low lying and at long range.
CELESTIAL
 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.
WHILST NAVIGATING IN THE APPROACHES TO TRONDHEIM THE VESSEL

WILL BE REQUIRED TO USE A TRAFFIC SEPARATION SCHEME.
Outline the bridge procedures to be adopted when approaching or navigating in a traffic

separation scheme. (15)
The Master should be called in ample time to allow him:
 To observe the navigational and traffic situation in the approaches to the T.S.S.
 The engines should be on standby and E R manned.
 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.
 Extra lookouts to be posted prior to entering T.S.S.
 Watertight doors to be closed
 Major navigational equipment to be tested, with particular reference to performance of
radar ARPA and the errors of the compass.
 Systematic plotting of all targets commenced well before entering the scheme.
 Speed adjusted so that compensate with observed traffic density and available sea room.
 Frequency of position fixing to be increased and all major navigational marks to be
identified visually and by radar.
 Check visibility using radar range to nearby targets and navigational lights
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)
 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.
MASTER/ PILOT INTERFACE IS AN IMPORTANT ASPECT OF SAFE

NAVIGATION WITHIN THE MANDATORY PILOTAGE WATERS.
State the specific responsibilities of EACH of the following when operating together as a
bridge team:
Master; (8)
 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.
Pilot; (6)
 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.

OOW. (6)
 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.
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)
OR
State the additional responsibilities of the OOW, when the Master is not present on the
bridge during pilotage (5)
 OOW responsible for the watch until informed specifically that the Master has assumed that
responsibility, record this fact in the log book.
 OOW to monitor vessels position, UKC, passing traffic and communications (internal &
external).
 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.
 Call/inform Master if in doubt
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)
 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.
 Ship’s Particular
 Intended Passage Plan to Berth.
 Pilot’s LSA.
(ii) From the Pilot to the Master. (10)
 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, Tugs and side alongside, mooring pattern.
 New hazards to navigation; shoals, wrecks, special operations.
 Traffic expected, particularly dredgers, restricted craft, deep draught
 Regulations (including VTS reporting, Anchor/Lookout, Max Allowable draft)

Describe the preparations on the bridge PRIOR TO ARRIVAL at the Panama PILOT
STATION. (10)
 Pre-pilotage information exchange (from port)

 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
 Synchronize clocks
 Confirm communications with the engine control room and mooring stations
 Check signaling equipment including flags/lights
 Check deck lighting
 Confirm preparation of mooring winches and lines, including heaving lines
 Confirm pressure on fire main
 Organize clearing of anchors.
 House stabilizers (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.

Describe FIVE items of information that the Pilot should tell the Master, when proceeding
up river to the berth. (10)
 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.
Outline the preparations that the OOW should undertake on the bridge prior to the Engine
room being given 1 hour notice of standby. (10)
 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
State the appropriate manning level on the bridge when navigating in Traffic
Separation Scheme with dense traffic and restricted visibility, outlining the duties of
EACH member of the bridge team. (15)

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 of any concerning traffic. Monitors the traffic all-round the horizon.
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.
State, with reasons, the appropriate manning level for navigation on an ocean passage
During daylight in clear visibility. (7)
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.
State the appropriate manning levels on the bridge,
Navigation in clear weather, during darkness, on an ocean passage. (8)
OOW. Has the Con.
 Monitors traffic in vicinity.

 Navigation. Position, course and speed monitoring.
 Communications.

 Record keeping.
 Monitors Ratings performance.
 Informs Master as required.
Rating. Lookout.
 Keeps visual and aural lookout.

 Reports to OOW.
 Monitors OOW.
 May report to Master if necessary.
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)
 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.
 Condition and state of the vessel, its stability, and its equipment.
 Any special characteristics of the stowage and securing of the cargo (especially if
hazardous).
 Provision of a competent and well-rested crew.
 Requirements for up-to-date certificates and documents (Vessel, Crew, Passengers,
Cargo).
 Appropriate scale, accurate and up-to-date charts including T & P’s.
 Sailing directions, lists of lights and lists of radio aids to navigation.
 Mariners' routeing guides and passage planning charts.

 Current and tidal atlases and tide tables.

 Volume of traffic likely to be encountered.
 If a pilot is to be used (River Pilot or Sea Pilot).
Below all points OTK (only to know)

Planning
 On the basis of the fullest possible appraisal, a detailed passage plan should be prepared
which should cover the entire voyage from berth to berth.
 Plotting of the intended route on appropriate scale charts showing the true direction of
track.
 Highlight all areas of danger, TSS & ships routeing, Reporting positions and VTS
services.
 Method and frequency of position fixing, including primary and secondary options.
 Speed alterations (Squat & UKC) requirements.
 Change in machinery status i.e. Standby conditions or Full away on Passage.
 Contingency plans for alternative action.
Execution
Following should be considered.

 Reliability and condition of the vessel's navigational equipment.
 ETA at critical points for tide heights and flow.
 Meteorological conditions, (particularly in areas known to be affected by frequent periods
of low visibility) and weather routeing information.
 Daytime / Night-time passing danger points & effect this may have on position fixing
accuracy.
 Traffic conditions, especially at navigational focal points.
Monitoring

 The plan should be available at all times on the bridge to allow officers of the
navigational watch immediate access and reference to the details of the plan.
 The progress of the vessel in accordance with the voyage and passage plan should be
closely and continuously monitored. Any changes made to the plan should be made
consistent with these Guidelines and clearly marked and recorded.
(ii) Outline what the appraisal process should provide to the Master and the Bridge team.
(12)
 This appraisal will provide the Master and his bridge team with a clear and precise
indication of all areas of danger, and delicate 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.
 Condition and state of the vessel, its stability, and its equipment.
 Any special characteristics of the stowage and securing of the cargo (especially if
hazardous).
 Provision of a competent and well-rested crew.
 Requirements for up-to-date certificates and documents (Vessel, Crew, Passengers,
Cargo).
 Appropriate scale, accurate and up-to-date charts including T & P’s.
 Sailing directions, lists of lights and lists of radio aids to navigation.
 Mariners' routeing guides and passage planning charts.
 Current and tidal atlases and tide tables.
 Volume of traffic likely to be encountered.
 If a pilot is to be used (River Pilot or Sea Pilot).
(iii) State EIGHT publications that would assist in the Appraisal of the voyage from
Durban to Freemantle. (8)

 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.
 Nautical Almanac.
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)
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 synchronized.
 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) Discuss THREE factors that the master must take into consideration regarding the
manoeuvrability of the vessel during the transit. (9)
Vessel.
 Speed, turning circle, draught, beam, trim.
Channel.
 Depth and width.
 Underkeel clearance, effects of squat, bank effect on course keeping.
 Effects of tidal stream and or currents altering speed over the ground.
Traffic.
 Interaction with passing and overtaking overtaken vessels.

(c) Outline the precautions that should be taken in the event of an engine or steering gear
failure.(6)
 Inform Master.
Engine failure
 Steer toward safest water.

 Prepare to anchor if in shallow water
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.
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.

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)
 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.
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) OR
Outline the factors that should be included in the Master’s Night Orders for making a
landfall at Papeete. (14)

 V/l expected to make landfall (College point at 0330hrs) maintain a good look out.
 Check all light characteristics with chart and appropriate A.L.L. to ensure correct light
identification.
 Check all topography (mountains/radio masts/conspicuous objects etc). with chart & pilot
books to ensure correct identification.
 Use visual bearings and radar ranges to cross check GPS positions.
 Echo sounder on and set to correct range.
 Check visibility.
 Monitor passing traffic and fishing vessels.
 Check Navtex for weather forecasts and navigation warnings.
 Call Master if land not seen at expected time.
 Call Master if in any doubt.
 Observe standing orders.
OR
 Making the landfall unexpectedly.

 Not making the landfall as scheduled.
 Detecting unexpected features or failing to detect those expected.
 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.
 Beware of the effects of haze or low cloud.

 Take account of set and drift using parallel indexing to monitor position with regard to
track.
 Employ a rising distance if and when approaching a lighthouse feature.
 Avoid use of low lying islands and employ prominent Radar Conspicuous targets.
Outline TEN factors to be taken into account when PLANNING A LANDFALL after a
long ocean Passage. (20)
OR MAKING A LANDFALL
 Availability of Navigation Aids during approach.

 Availability of celestial observations during approach.
 Probable visibility.
 Ranges of available lights.
 Availability of Navigation Aids during approach.
 Availability of celestial observations during approach.
 Probable visibility.
 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.
OR
 Select a landfall position clear of navigational hazards i.e. clear of off lying islands,
sandbanks and coral reefs
 Availability of large scale chart (Fully corrected)
 Position clearly identifiable on chart
 Position clear of TSS and precautionary areas
 Position detectable at adequate range with means of checking vessel’s position
 Position clearly identified by Radar (Low lying straight coast to be avoided)
 Position determined in daylight with prominent headland or navigational marks
 Suitable Lights or Radio beacon/racons for night arrival
 Sufficient depth of water (allowing for squat and swell)
 Position not affected by heavy traffic or fishing boats
 Position not affected by poor visibility
 Position not affected by strong currents
Compile masters Standing Orders for EACH of the following situations:
i) Making a landfall; (10)
 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
 Ensure radar is working at maximum efficiency so that targets may be detected at
maximum range.
ii) Maintaining an anchor watch. (10)
 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.
Outline SIX navigational factors which should be considered by the Master when selecting
a suitable anchorage. (12)

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,
tidalstreams 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.
OR
 Duration – anchoring for short period awaiting pilot / tide or for a long period awaiting
voyage orders
 Is it a recommended and approved anchorage? Hence the need for up to date large scale
charts and publications.
 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 catenary [scope] 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.
 Required swinging area 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
 Clear of nature reserves and other restricted areas
 Security measures required by SSP and port requirements
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)
Form to be used
 H-102 HYDROGRAOHIC NOTE for the Admiralty Publications
Report to be made -
 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.
OTK
Others forms
H -102 A – Hydrographic note for port information
H-102 B - Hydrographic note for GNSS observation against British Admiralty Charts position
ii) Describe the details that should be included on the form with respect to the shallow
water sounding. (10)
 Date
 Reference Number
 Name of ship or sender
 Address
 Tel/Fax/email address of sender
 General locality
 Subject
 Position Lat Long
 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.
State the information specific to shallow water, which should be included in the report (8)
 Make, model and type of echo sounder used.

 Whether the echo sounder is set to register depths below the surface or below the keel; in
the latter case the vessel's draught should be given.
 Time, date and time zone should be given in order that corrections for the height of the
tide may be made where necessary, or a statement made as to what corrections for tide
have already been made.
State the additional reporting requirements if the shallow water is considered dangerous to
navigate (2)

 Reports of shoal soundings, uncharted dangers and aids to navigation out of order should,
at the mariner's discretion, also be made by radio to the nearest coast radio station’
SOLAS REQUIRES THAT OCEAN GOING VESSELS ARE TO CARRY CERTAIN

NAUTICAL PUBLICATIONS.
List the 14 publications a vessel is required to carry as detailed in the Mariners Handbook
NP100 (14)
 International Code of Signals

 International Aeronautical and Maritime Search and rescue manual Volume III
 The Mariners’ Handbook
 Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes.
 Admiralty Notices to Mariners.
 Admiralty Notices to Mariners – Annual Summary. Parts 1 and 2.
 Admiralty List of Lights.
 Admiralty Sailing Directions.
 Nautical Almanac.
 Admiralty Tide Tables.
 Admiralty Tidal Stream Atlases.
 Operating and maintenance instructions for all navigation aids carried by the ship.
Describe the contents of these publications which would be of benefit in appraising the
routes described in above question. (16)
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.
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.
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.
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 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.
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 24500
GRT. (15)
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??)

Outline the information contained in the IASMSAR Medico-Medevac Action Cards (12)
Outline the current MCA guidance on Helicopter assistance at sea (8)
MGN 325

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)
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.
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.
Produce a bridge checklist that could be used to ensure that the vessel is ready for the
transfer of the casualty. (15)
Confirm the following:
 Bridge Team in position.

 Engines on Standby.
 Hand Steering engaged.
 Securite message transmitted.
 IRPCS 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.
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:
Describe THREE navigational considerations that should also be considered when

appraising the above passage. (6)
 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.
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.
 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.

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,
Discuss the availability, accuracy and limitations of celestial observations in the

Southern Oceans in June. (12)
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.
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)
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.
Outline the criteria for selecting stars for stellar observations. (12)
OR
Discuss the factors that should be considered when selecting stars for determining the
vessel’s position. (10)

4 STAR FIX
 Moderate altitude stars should be selected 15° - 60°

 Each star should be from each quadrant
 Brightest stars should be selected with greater magnitude
 Possible stars opposite to each other 180° apart reciprocals and 90° from each other
 Consult sight reduction table and decide which to use (calculate LHA and take the stars)
3 STAR FIX
 Stars with the diamond marks should be selected, as the book suggest to take those stars for 3
star fix.
 Stars bearings 120° apart
 Moderate altitude stars should be selected 15° - 60°
 Brightest stars should be selected with greater magnitude
 Consult sight reduction table and decide which to use (calculate LHA and take the stars)
a) Discuss the accuracy of EACH of the following, with regard to verifying the vessels:
i) star sights; (3)
 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. (5)
 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.
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)
Comment on the reliability of EACH of the following:
i) The MPP, (5)
 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. (5)
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.
Explain what the OOW and Master should do if a large Deviation is obtained. (10)
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.
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)
 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) State the immediate effect on the Radar display of such an event. (4)
 Display will revert to Head up

 Non stabilised
 Blurred display as v/l yaws.
(iii) Explain the limitations of the Radar mode in (a)(ii). (7)
 No true bearings and unable to complete a radar plot, therefore unable to derive
targets course, speed and aspect.

 Poor target definition if more than one target.
OR
 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) Outline the Bridge procedure to be followed after such an event. (12)
 Engage hand steering using magnetic compass

 Call Master
 Assess manning levels
 Post extra Lookout
 ARPA not usable – commence manual radar plotting
 Inform Engine Room (ETO)
 Check gyro heading against magnetic compass (compass error book)
 If possible switch to second gyro – check gyro heading
 Auto pilot (transmitting magnetic compass) if fitted
 Increase passing distance for all vessels
 Consider reducing speed if in congested waters
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)

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.
Steering
 Engage hand 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.
Outline the Bridge equipment that should be tested PRIOR TO DEPARTURE from port.
(16)
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
 VHF radio communications with port authority.
 Navigation and signal lights.
 Searchlights
 Signalling lamp
 Morse light
 Sound signaling 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.
State the current MCA guidance on the testing of Heading Control Systems. (8)
MANUAL STEERING POSITIONS.
 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.)
Describe the preparations that should be made when a vessel is due to encounter
heavy weather. (15)
 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.
Compile a set of Masters standing orders for use when the vessel encounters heavy weather
for EACH of the following:
(i) The OOW; (7)

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) General standing orders which are relevant to the safety of the vessel. (8)
 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.
Improve stability as practicable:

 fill or empty tanks
 empty swimming pools
 Check that scuppers and freeing ports are clear.
State the factors to be considered when compiling a set of Master's Standing Orders for
EACH of the following:
Operating in Heavy weather; (8)
 Manoeuvring characteristics of the vessel

 Type of cargo the vessel is carrying, especially with relation to deck cargoes
 Guidelines for use of stabilisers if fitted
 Type of vessel, for example a large passenger vessel will have many departments that will
need informing
 Speed of the vessel
Restricted visibility.
 Manoeuvring characteristics of the vessel with particular respect to stopping distances and
turning circles.

 Trading area of the vessel, in relation to expected traffic

 Normal service speed of the vessel
 Size of the vessel
 Size of crew, in relation to schedules for enhanced manning
Write a section of Master's Standing orders outlining the procedure to be adopted on

Encountering restricted visibility. (16)
 Post lookout/s.
 Engage hand steering
 Comply with appropriate COLREGS.
 Commence sound signals.
 Check ARPA function / commence radar plotting.
 Inform Master and Engine Room
 Engines to standby.
 Reduce to a safe speed.
 Monitor visibility by sighting ranges of vessels / objects.
 Monitor sea surface and dew point temperatures.
 Close watertight doors
 Stop work on deck.
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.
State FIVE precautions the OOW should consider for this part of the passage. (5)
 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.
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)
 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.
 Minimize the probability of error endangering the vessel.
 Establish practices of monitoring performance.
 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.
Describe the context and content of Master's Standing Orders. (14)
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.
 The Master’s standing orders puts their requirements into writing to avoid any confusion in
the matter. The Master should explain particular requirements to the Bridge Team in Masters
Standing Orders. These orders should be drafted to support the SMS.
Content
 Times when the Master expects to be called, for example when the visibility drops to below 2
miles.
 Reference to relevant MGN’s, for example guidance given in MGN 315, Keeping a safe
navigational watch at sea.
 Reference to relevant sections of the company SMS on procedural matters.
 Expected protocol for handover periods, for example ‘the relieving officer should be on the
Bridge at least 10 mins before the expected handover time…..’
 CPA guidelines, for example 1.5 CPA for all vessels in open waters.
 Expected standards for watch keeping, with regards to entries in the logbook, fixing the

vessels position or use of closed loop communication.

 General standards for watchkeeping, and a definition of specific roles, so duties of the
Master, OOW, and lookout.
 Expectations when navigating with a pilot on board, with reference also to occasions where
the Master is not on the Bridge (for example deep sea pilots).
 Some companies may incorporate a standard set of Master’s Standing orders in the SMS,
which the Master may add to if they wish.
Describe the contents of Master’s Standing Orders and outline the factors that should be
taken into account when compiling them. (25) OR
In general terms outline the factors that should be considered when writing a set of
Master’s Standing Orders. (22)
 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:
 SO should be written with the particular vessel in mind as check lists in the Bridge
Procedures Guide tend to be generic.
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.

 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.

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

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

 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.
Describe the content of the Masters Night Orders. (12)
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.
Compile an emergency checklist to be followed in case of the vessel grounding. (15)

 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.

4.ECDIS
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)
 Electronic Chart Display and Information System.
(ii) ENC; (2)
 Electronic Navigation Chart.
(iii) RNC. (2)
 Raster Navigational Chart.
(b) With regard to ECDIS and ENC:
(i) Explain how the information is stored; (3)
 The information is stored as ENC data in IHO S-57 format encrypted according to IHO
S-63 security scheme.

(ii) Explain how the information is displayed; (5)
 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.
State the precautions that should be observed when the OOW selects the type of data to be
displayed. (8)
 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.
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)
 The MCA require a risk assessment to be undertaken prior to authorizing the use of
ECDIS in the RCDS mode for primary navigation.
 The risk assessment will depend upon a vessel’s physical dimensions, hydrostatic

characteristics and area of operation and must address risks to own ship, other ships and
environment resulting from ECDIS-related navigation hazards.
 The assessment should ensure all hazards have been identified and a system to manage
the risks associated with those hazards has been successfully established onboard.
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)
 The units used and the datum to which depths are reduced.
(iii) Heights; (6)
 The units used and the datums used for drying heights, the heights of objects and
obstructions.
(iv) Positions. (3)
 The datum on which positions are based, with corrections to be applied to satellite
derived positions if this is not WGS84.
The alarms that must be fitted to ECDIS systems to ensure safety of navigation. (l0)
ALARMS
 Crossing safety contour

 Deviation from route

 Positioning system failure
 Approach to critical point
 Different geodetic datum
ALARMS OR INDICATION
 Malfunction of ECDIS
 Area with special conditions
INDICATIONS




 available





Outline the current MCA guidance regarding the use of Raster Navigation Charts in
ECDIS systems. (10)
 The Raster Navigational Chart (RNC) is a digitalized 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.
Before using an admiralty chart to plan or navigate a passage, mariners should make themselves
aware of the quality of survey data that has been used to place the soundings on the chart
Explain how the surveys information is presented in EACH of the following chart types:
i) A paper chart (4)
 The Source Diagram on a paper chart is the traditional method of indicating when and
how the survey was conducted to collect the hydrographic data. From this information,
the mariner must deduce the degree of confidence to place in charted data.
 The UKHO are gradually moving to a new style of Source Diagrams including include
CATZOC diagrams, giving more detail on the accuracy of the underlying hydrographic
information than was previously available in the Source Diagram. Providing this
additional detail means that the mariner can make more informed decisions when passage
planning and calculating under keel clearances.
New CATZOC diagram (top) and traditional source diagram (bottom)

ii) An ENC (8)
 Category Zone of Confidence (CATZOC) values are assigned to geographical areas to

indicate whether data meets a minimum set of criteria for position, depth accuracy and
seafloor coverage. The Zone of Confidence (ZOC) value is dependent on the positional
and depth accuracy of the survey.
 By understanding the accuracy limitations of the underlying data in greater detail, the
mariner can manage the level of risk when navigating in a particular area.
 ECDIS display these CATZOC values in ENCs using a triangular or lozenge shaped
symbol pattern. The number of stars contained within these symbols denotes the
CATZOC value. For example six stars are given to the highest level of data quality (A1)

and two stars to the lowest (D). A single star is not used to avoid possible confusion with
a rock symbol. Areas that have not been assessed for CATZOC are shown as the symbol
(U) for unassessed.
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)
 ECDIS Mode.
Nautical charts need not be carried provided there is adequate backup, duplicate equipment.
Essentially, where an ECDIS is being used to meet the chart carriage requirements of SOLAS, it
must:
 be type-approved;
 use up-to-date electronic nautical charts (ENC);
 be maintained so as to be compatible with the latest applicable International
Hydrographic Organization (IHO) standards; and
 have adequate, independent back-up arrangements in place
(ii) Approved ECDIS equipment operating with RNCs; (4)

 RCDS Mode
ECDIS may be operated in one of the two modes:
 the ECDIS mode when ENCs are used; and

 the RCDS mode when ENCs are not available and RNCs are used instead.
Although in recent years ENC coverage has increased rapidly there could be some areas for
which suitably detailed ENCs may not have been issued. The RCDS mode does not have the full
functionality of ECDIS and can only be used together with an appropriate portfolio of up-to-
date paper charts.
(iii) Approved ECDIS equipment operating with unapproved Vector charts. (4)
 ECS Mode
 If you have a type approved ECDIS on your ship, using ENCs produced by a Private
Data Provider makes your machine revert to the status of an ECS – not approved so
system does not meet the functional requirements under SOLAS Chapter V.
(b) Outline the operational limitations of ECDIS equipment operating with RNCs when
compared to ECDIS equipment operating with ENCs. (16)
 Unlike ENC, where there are no displayed boundaries, RNCs are based on paper charts
and as such have boundaries which are evident in ECDIS
 RNCs will not trigger automatic alarms (e.g. anti-grounding) A raster chart is just a
passive image. However, alarms and indications can be generated with the manual

addition, during passage planning, e.g. of clearing lines, ship safety contour lines, isolated
danger markers and danger areas to mitigate these limitations;
 Horizontal datums and chart projections may differ between RNCs. Mariners should
understand how a chart's horizontal datum relates to the datum of the position fixing
system in use. In some instances, this may appear as a shift in position. A number of
RNCs cannot be referenced to either WGS-84 or PE 90 geodetic datums. Where this is
the case, ECDIS should give a continuous indication.
 The display of RNCs features cannot be simplified by the removal of features to suit a
particular navigational circumstance or task at hand. This could affect the
superimposition of radar/ARPA;
 Without selecting different scale charts the look-ahead capability may be limited. This
may lead to inconvenience when determining range and bearing or the identity of distant
objects.
 Orientation of the RCDS display to other than chart-up, may affect the readability of
chart text and symbols (e.g. course-up, route-up).
 It is not possible to interrogate RNC features to gain additional information about charted
objects.
 With RNC, it is not possible to display a ship's safety contour or safety depth and
highlight it on the display unless these features are manually entered during route
planning.
 Depending on the source of the RNC, different colours may be used to show similar chart
information. There may also be differences in colours used during day and night time.

 A RNC is intended to be used at the scale of the equivalent paper chart. Excessive
zooming in or zooming out can seriously degrade the displayed image. If the RNC is
displayed at a larger scale than the equivalent paper chart, the ECDIS will provide an
indication.
 ECDIS provides an indication in the ENC which allows a determination of the quality of
hydrographic the data. When using RNCs, mariners are invited to consult the source
diagram or the zone of confidence diagram, if available.
IN SHORT
RNCs cannot:
 be interrogated,
 provide alarms,
 provide indications,
 provide customised display,
 Display may be cluttered with additional information.
(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)
IMO Performance Specifications and S-52 provide flexibility in how the safety depth and safety
contour depth may be set by the mariner.
The effect on the portrayal of soundings and contours from the use of each of these three options
are described in my following explanation.

Scenario 1a: Same Value set for both Safety Depth and Safety Contour Depth
ECDIS finds a depth contour equal to the safety contour depth
Display: Soundings on either side of the safety contour will either be all gray or all black.
Impact: The shade used for the soundings provides information that is redundant with the safety
contour.
Scenario 1b: Same Value set for both Safety Depth and Safety Contour Depth
ECDIS selects a safety contour deeper than the safety contour depth and the safety depth set by
the mariner.
Display: Some soundings on the shoaler side of the safety contour will be gray, because they are
deeper than the safety depth set by the mariner, but shoaler than the safety contour selected by
ECDIS.

Impact: This provides the mariner with additional information about where the ship could most
safely pass if crossing the safety contour is required (an alarm will still sound). This could
provide additional manoeuvring room in narrow passages where the safety contour selected by
ECDIS is much
Scenario 2a: Safety Depth is set Shoaler than the value set for the Safety Contour Depth
ECDIS selects a depth contour equal to the safety contour depth set by the mariner.
Display: All soundings on the “safe-water” side of the safety contour will be gray. These gray
soundings are deeper than both the safety depth and the safety contour). No real additional
information is provided by these.
Some additional soundings on the shoaler side of the safety contour (mostly adjacent to the
safety contour, but also in other areas) will be gray. These additional soundings are deeper

than the safety depth, but shoaler than the safety contour depth.
Impact: Unlike scenario 1.b, these gray soundings may not be safe to pass over. They are outside
the safety contour, not because the ECDIS has selected a shoaler contour than the safety contour
depth, but because the mariner set ECDIS to portray soundings shoaler than the safety contour as
safe when in fact they may not be.
Scenario 2b: Safety Depth is set Shoaler than the value set for the Safety Contour Depth:
ECDIS selects a depth contour deeper than the safety contour depth.
Display: All soundings on the “safe-water” side of the safety contour will be gray. These gray
soundings are deeper than both the safety depth and the safety contour). No real additional
information is provided by these.
Some additional soundings on the shoaler side of the safety contour (mostly adjacent to the
safety contour, but also in other areas) will be gray. These additional soundings are deeper than
the safety depth, but may or may not be shoaler than the safety contour depth.

Impact: This case is similar to scenario 2.a. However, some of the gray soundings on the shoaler
side of the safety contour will be safe (because they are deeper than the safety contour depth
selected by the mariner), while others will not be safe to pass over (because they are shoaler than
the safety contour depth selected by the mariner). So…… The portrayal of both the safe and
unsafe depths on the shoaler side of the safety contour is the same!
Scenario 3a: Safety Depth is set Deeper than the value set for the Safety Contour Depth
ECDIS selects a depth contour equal to or shoaler than the safety contour depth, which is deeper
than the safety depth
Display: All soundings on the “safe-water” side of the safety contour will be gray. Some
additional soundings on the shoaler side of the safety contour (mostly adjacent to the safety
contour, but also in other areas) will be gray. Some “safe” soundings equal to or deeper than the
safety contour depth selected by the mariner, but shoaler than the safety depth will be shown in
black on the shoaler side of the safety contour.

Impact: Additional gray soundings on the shoaler side of the safety contour provide information
about additional manoeuvring room, similar to scenario 1.b. However, because the safety depth
is set deeper than the safety contour depth, some “safe” soundings will be shown in black, so less
extra “safe” space will be shown with gray soundings than in 1.b.
Scenario 3b: Safety Depth is set Deeper than the value set for the Safety Contour Depth:
ECDIS selects a depth contour equal to or shoaler than the safety contour depth, but shoaler than
the safety depth.
Display: Soundings on the safe-water side of the safety contour that are shoaler than the safety
depth (mostly adjacent to the safety contour, but also in other areas) will be black. Soundings on
the safe-water side of the safety contour that are deeper than the safety depth will be gray.

Impact: The gray soundings on the safe-water side of the safety contour will show the deepest
portion of the safe-water, possible highlighting the safest.
IN SHORT
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 emphasized 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.

5.WWNWS
Outline the main principles and the purpose of WWNWS (4)
 The WWNWS is a co-ordinated global service for the promulgation of navigational

warnings.
 In GMDSS Sea Area A1 and A2 they are broadcast via the NAVTEX system and outside
given areas, via the SafetyNET system.
 Navigational warnings are designed to give the mariner early information of important
incidents which may constitute a danger to navigation.
State the obligation of a Master with regards to WWNWS (6)
Masters should arrange 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. Masters of vessels encountering dangers to navigation or severe weather
conditions should notify other vessels in the vicinity and the nearest MRCC.
Explain EACH of the following with relevant examples:
NAVAREA Warnings (8)
 NAVAREA warnings are concerned with certain information which ocean going mariners
require for their safe navigation, including in particular, new navigational hazards and
failures of important aids to navigation as well as information which may require changes to
planned navigational routes. Other information could include, but is not be limited to
dangerous wrecks, large tows, new rocks & shoals, cable or pipe laying activity,
establishment of offshore structures and malfunctioning of MSI radio or satellite services.
NAV Warnings contain information concerning principal shipping routes which are necessary
for the mariner to know before entering coastal waters, such as:

 Failure of and changes to major navigational aids.

 Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C).
 Newly discovered wrecks or natural hazards.
 Areas where SAR or anti pollution operations are taking place (for avoidance of such areas).
 Seismic surveys and other underwater activities in certain areas.
 Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities.
COASTAL Warnings
 Coastal warnings are issued for information which is of importance only in a particular
coastal region;
 They are not restricted to main shipping lanes.
 but for areas seaward of fairway buoy or pilot station and not restricted to shipping lanes,
within Navarea 1, they are prefixed by WZ
 Large unwieldy tows in congested waters.

 Dangerous wrecks and new or amended shoal depths.
 Establishment of salvage buoys in congested waters.
 Areas where SAR and anti pollution operations are being carried out (for avoidance of such
areas).
 Negative Surges (see Annual Notice No. 15 for details).
 Irregularities in the transmission of differential corrections to the Global Positioning System
(DGPS).
 New positions of mobile drilling rigs (RIGMOVES).
 Cable operations or certain other underwater activities.
LOCAL Warnings

 Local warnings supplement the Coastal warning service by giving detailed information on
aspects which the ocean going vessel normally does not require.
 Cover inshore waters, often within harbour authority waters. Broadcast by means other than
NAVTEX or SafetyNET
MARITIME SAFETY INFORMATION IS BROADCAST VIA THE WORLD WIDE

NAVIGATIONAL WARNING SYSTEM (WWNWS) AND MAY BE RECEIVED BY
NAVTEX.
Outline the function of the WWNWS and the different radio navigational warnings. (10)
 The WWNWS is a co-ordinated global service for the promulgation of navigational

warnings.
 In GMDSS Sea Area A1 and A2 they are broadcast via the NAVTEX system and outside
given areas, via the SafetyNET system.
 Navigational warnings are designed to give the mariner early information of important
incidents which may constitute a danger to navigation.
COASTAL Warnings
 Coastal warnings are issued for information which is of importance only in a particular
coastal region;
 They are not restricted to main shipping lanes.
 but for areas seaward of fairway buoy or pilot station and not restricted to shipping lanes,
within Navarea 1, they are prefixed by WZ
LOCAL Warnings
 Local warnings supplement the Coastal warning service by giving detailed information on

aspects which the ocean going vessel normally does not require.
 Cover inshore waters, often within harbour authority waters. Broadcast by means other than
NAVTEX or SafetyNET
State FIVE of the categories of information concerning principal shipping routes. (10)
 Failure of and changes to major navigational aids.

 Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C).
 Areas where SAR or anti-pollution operations are taking place (for avoidance of such areas).
 Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities.
Outline the principles of EACH of the following:
International SafetyNET service; (5)
 SafetyNET is a system that transmits EGC MSI messages via the Inmarsat C system which
will be received by all vessels that are logged-in to the satellite that broadcasts MSI for those
international NAVAREA/METAREA's. The receiving terminals will only show the message
if this is relevant. Whether this is relevant depends on the present position information and
programming of the terminal. For example, sailing in a position within NAVAREA I, logged
on to the AOR-E satellite and the terminal will receive a message addressed
to NAVAREA III. In this case the terminal will not show this message.
Explain the function and purpose of a NAVTEX receiver. (6)
 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.

 The NAVTEX system is used for broadcasting marine safety information in text form over
radio, and requires a dedicated receiver to be installed on the vessel. The main NAVTEX
channel used by MRCCs to broadcast sea area forecasts produced by the national weather
service is 518kHz. There are normally two forecasts each day and they are broadcast in
English. 490 kHz can also be used for broadcasts in local languages.
 Each subject that is broadcast is assigned an indicating character in the NAVTEX system.
The shipboard user must select on their receiver which subjects they wish to receive. When
looking at weather, it is the following categories with which the mariner must be familiar:
B - Meteorological warnings
C - Ice reports
E - Meteorological forecasts
 The broadcasts on NAVTEX are made as part of the maritime safety information system.
Maritime Safety Information (MSI) is defined in the Safety of Life at Sea (SOLAS)
Convention, Chapter IV as comprising “navigational and meteorological warnings,
meteorological forecasts and other urgent safety related messages broadcast to ships”.
NAVTEX messages are grouped into different subjects:
State those that cannot be rejected by a NAVTEX receiver; (3)
 A Navigational warnings.
 B Meteorological warnings.
 D Search & rescue information, and pirate warnings.
State those that should not be rejected by a NAVTEX receiver. (2)
 L Navigational warnings — additional to letter A

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)
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 Updates to Admiralty Sailing Directions
 V Updates to Admiralty Lists of Lights and Fog Signals
 VI Updates to Admiralty List of Radio Signals
 VII Updates to Miscellaneous Admiralty Nautical Publications

 VIII Updates to Admiralty Digital services
(ii) Navarea warnings; (12)
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.
Content.
 Failure and changes of major navigation aids.

 Failures of and changes to long-range electronic position fixing systems (GPS Loran C)
 Areas where SAR or anti pollution operations are taking place (for avoidance of such areas.)
 Positions of mobile drilling rigs (RIGLISTS) and other oil gas related activities.
(iii) Coastal warnings. (8)
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.
 Casualties to major light fog signals, major floating lights and more important buoys.
 Drifting mines and derelicts in congested waters when the information is resent and
sufficiently accurate.
 Large unwieldy tows in congested waters.
 Dangerous wrecks and new or amended shoal depths.
 Establishment of salvage buoys in congested waters.
 Areas where SAR and anti pollution operations are being carried out (for avoidance of such
areas.)
 Negative Surges.
 Irregularities in the transmission of differential corrections to the Global Positioning System
(DGPS).
 New positions of mobile drilling rigs (RIGMOVES).
 Cable operations or certain other underwater activities.
Outline the procedures to be adopted on the bridge on receipt of the facsimile. (12)
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.
Outline the main components of the Global Maritime Distress and Safety System (GMDSS)
(15)
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.
Describe the criteria used to determine the GMDSS equipment required for an ocean going
vessel.(8)
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)

Outline the GMDSS equipment which must be carried for the proposed voyage from
Darwin to Iqueque. (7)
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

6.MGN/MSN/MIN
The Maritime and Coastguard Agency issues information to the Maritime Industry in the
form of Marine Notices.
State the purpose of Marine Guidance Notes. (5)
 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 minimize pollution from
shipping.
State the purpose of Merchant Shipping Notices. (3)
 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.
MGN 301
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)
Pilot Card (Appendix 1)
 The pilot card, to be filled in by the master, is intended to provide information to the pilot on
Boarding the ship. This information should describe the current condition of the ship, with regard
to its loading, propulsion and manoeuvring equipment, and other relevant equipment.

Wheelhouse Poster (Appendix 2)
 The wheelhouse poster should be permanently displayed in the wheelhouse. It should

contain general particulars and detailed information describing the manoeuvring characteristics
of the ship, and be of such a size to ensure ease of use.
Manoeuvring Booklet (Appendix 3)
 The manoeuvring booklet should be available on board and should contain comprehensive
details of the ship’s manoeuvring characteristics and other relevant data. The manoeuvring
booklet should include the information shown on the wheelhouse poster together with other
available manoeuvring information.
Identify SIX pieces of information on the pilot card. (6)
 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.
MGN 379
MGN 379 (M+F), Navigation: Use of Electronic Navigation Aids is one such MGN.
Summarise the key points of MGN 379. (8)
 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.
THE UK MARITIME AND COASTGUARD AGENCY PUBLISHES GUIDANCE TO

MARINERS IN THE FORM OF MARINE GUIDANCE NOTES (MGNS).
With regard to the guidance issued:
Outline the precautions to be observed when using parallel indexing on a Marine Radar.
(16) OR
Describe the precautions that should be considered when using Parallel Indexing to
monitor the vessel during the transit of the Eastern Archipelago. (10)
OR
the precautions to be observed when using parallel indexing techniques on a modern
marine radar: (15)

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.
BELOW DOUBLE BRACKET IS QUOTED FROM MGN
((The use of parallel indexing does not remove the requirement for position fixing at regular
Intervals using all appropriate methods available including visual bearings, since parallel
Indexing only indicates if the ship is on or off track and not its progress along the track.
When using radar for position fixing and monitoring, check:
 the identity of fixed objects,
 the radar’s overall performance,
 the gyro error and accuracy of the heading marker alignment,
 that parallel index lines are correctly positioned on a suitable display, and
 The accuracy of the variable range marker, bearing cursor and fixed range rings.))

Outline the dangers of misaligned heading marker. (4)
 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. It is
therefore important that checks of the heading marker should be made periodically to
ensure that correct alignment is maintained. If misalignment exists it should be corrected
at the earliest opportunity. May cause errors in positions.
Outline the procedure for rectifying a misaligned heading marker. (12)
 Check that the heading marker is aligned with the true compass heading of the ship.
 Ensure that the heading marker line on the display is aligned with the fore-and-aft line of
the ship. This is done by selecting a conspicuous but small object with a small and
distinct echo which is clearly identifiable and lies as near as possible at the edge of the
range scale in use. Measure simultaneously the relative visual bearing of this object and
the relative bearing on the display. Any misalignment must be removed in accordance
with the instructions in the equipment manual.
 To avoid introducing serious bearing errors, adjustment of the heading marker should not
be carried out:
 When alongside a berth by using the berth’s alignment.
 Using bearings of targets which are close to the vessel, not distinct or have not been
identified with certainty both by radar and visually.
AN AUTOMATIC IDENTIFICATION SYSTEM (AIS) IS REQUIRED TO BE CARRIED

BY VESSELS OVER 300 GT.

Outline the main features of AIS. (12)
 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.
Outline the dangers of using AIS for collision avoidance. (8)
 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.
MSN
MSN 1767
MSN 1767 provides guidance on Hours of Work, Safe Manning and Watchkeeping.

Outline the factors to be taken into account in establishing Safe Manning requirements
with respect to navigational duties. (8)
 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.
State the Minimum Hours of Rest (Regulation 5). (8)
The hours of rest shall be not less than:

 a) 10 hours in any 24-hour period; and
 b) 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.
MSN 1842 (M) is replaced by MSN 1877 on 17th May 2018

MSN 1842 (M) MSN 1877 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)
 4.2 For the purposes of the Regulations, hours of rest means time outside hours of work,
and does not include short breaks.
 4.3 The minimum hours of rest shall be not less than:

 ten hours in any 24-hour period; and
 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. 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. This means that the interval between periods of rest must be no more than 14
hours.
(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)
 Chapter VIII Standards Regarding Watchkeeping

MSN 1781
Describe the contents of MSN 1781 The Merchant Shipping (Distress Signal and
Prevention of Collisions) Regulations 1997 - Amendments to Annex IV (Distress Signals).
(6)

 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.
 The MSN sets out amendments to the Distress Signals.
 a signal made by any signaling 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:
 VHF channel 70, or
 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;

7.OFFSHORE NAVIGATION
ON ROUTE ACROSS THE NORTH SEA THE VESSEL WILL HAVE TO PASS
THROUGH OR CLOSE TO OIL AND GAS FIELD DEVELOPMENT AREAS.
State how the OOW can obtain the latest information about mobile drilling rigs or offshore
activities. (6)
 NAVAREA Warnings.
 Safety NET Service.
 NAVTEX A Navigation Warnings, includes mobile drilling rig movements.
 Temporary and Preliminary Notices.
 Notices to Mariners.
State the recommended distance that a safety zone extends around an offshore installation.
(4)
 500 m.
OUTLINE THE MASTER'S INSTRUCTIONS FOR EACH OF THE FOLLOWING:
Planning a passage through such a development area. (12)
 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 meters additional UKC for pipelines.

Navigating through such a development area. (8)
 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.
Explain the hazards associated with submarine pipelines and cable with respect to
anchoring.(10)
 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.
Outline the precautions a Master should take when passing the remote island chains. (11)
 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.
 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.
 Navigate the area during daylight..

8. RULES OF THE ROAD (ROR)
Rule 6 of The International Regulations for Preventing Collisions at Sea 1972 outlines the
requirements for vessels to maintain a Safe Speed.
State why vessels should proceed at a safe speed. (5)
 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.
State the factors that should be taken into account by all vessels. (12)
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 light such as from shore lights or from back scatter
 of her own lights;
 The state of wind, sea and current, and the proximity of navigational.
 The draught in relation to the available depth of water.
State the additional factors that should be taken into account by vessels with operational
radar. (12)
Additionally, by vessels with operational radar:

 the characteristics, efficiency and limitations of the radar equipment;

 any constraints imposed by the radar range scale in use;

 the effect on radar detection of the sea state, weather and other sources of interference;
 the possibility that small vessels, ice and other floating objects may not be detected by
radar at an adequate range;
 the number, location and movement of vessels detected by radar;
 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.
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)
 Vessels of less than 20 meters 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.

9.TIDES
State the THREE reasons other than meteorological factors due to which, the predicted
and observed UKC experienced by the vessel may be different. (6)
 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.
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)
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.
Explain how meteorological conditions can influence the accuracy of tidal predictions. (15)
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.
 Draught 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.
Tidal Stream information for UK waters is available on board UK vessels.
Compare and contrast information shown in Tidal Stream Atlases with that available on a
navigational chart by use of tidal diamond data. (8)
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.
Explain the purpose and the procedure to use a Tidal Stream Atlas. (12)
 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.
Outline instructions the Master should give to the Officer of the Watch with regard to
safely passing under the cable. (8)
 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 15-20 mins before ETA at power cable.

 Pass at slow speed to minimize squat.

 Station lookout on mast to monitor clearance.
 Be aware of possible effect of power cable’s magnetic field on instrumentation.
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)
 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) 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 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.
State, giving reasons, how much reliance the Master should place on the tidal data obtained
(check the full question of NOV 2010 Q5)
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.)
Explain how co-tidal and co-range charts can be used by deep draught vessels transiting
relatively shallow areas offshore.(10)
Co-Tidal and Co-Range Charts can be used to predict the H.O.T at any particular time in an
offshore area. These may be used by certain deep drafted vessels offshore areas where UKC is
marginal. The information is presented in the form of the below chartlet.

 To obtain a tidal prediction for an offshore area the values MHWI and MSR for the area
should be taken from the chart.
 A suitable Standard Port, usually the nearest to the area, should be chosen and the values
of its MHWI and MSR noted
 The time correction to be applied to the predictions for the Standard Port should be
obtained from the difference between the MHWI’s
 The Standard Port heights should be multiplied by the ratio of the MSR’s
 The time differences and ratios can also be applied to observations at the Standard Port to
obtain a more accurate estimate of the tide in the offshore area. Intermediate heights /
times can be calculated using curve provided.
OR
 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-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 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-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 centered 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.

10.ROUTEING
With reference to Admiralty Routeing Charts:
Outline the information that can be obtained from a wind rose; (10)
 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

The voyage from Skagen crosses the North Sea and then crosses the North Atlantic.
State 14 types of information found on a Routeing Chart. (14)
 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.
Describe how the information found on a routeing chart can be used when appraising a
passage. (16)
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 IRPCS.
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
optimize 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.
OR
The proposed route, shortest legal distance with adequate margins of safety is plotted on the
relevant Routeing Charts.
 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.

State FOUR types of information from Routeing Charts that may be used during the
appraisal; (4)
 Ice Limits
 Fog, percentage frequency of visibility less than 1000m
 Percentage frequency of winds of Beaufort force 7 and higher.
 Tropical Storm Tracks.
Explain how the information from above question would influence the selection of a route
in the Planning stage of Voyage Planning. (8)
Ice Limits,
 Pack Ice: minimum limit, average limit, maximum limit.
 Mean Maximum Iceberg limit.
 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.
Percentage frequency of winds of Beaufort force 7 and higher.

 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.
Tropical Storm Tracks.

 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.

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)
Weather
 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.
Ocean currents
 Adverse and favorable currents, along the route and close to it.
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.
The cargo.
 Sensitivity to temperature and humidity.
 Deck cargo, susceptibility to heavy weather damage.
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) Describe THREE types of weather routeing currently available to vessels. (12)
page 237
1. Onboard, by ship's staff, using available information from climatological data and broadcasted
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) Outline the benefits of carrying out shipboard weather routeing. (8)
 Local metrological conditions and changes can be observed directly

 appropriate action can then be taken in response to changes as soon 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 maximize
the efficiency of the voyage
 information obtained through the internet or otherwise can be used to improve forecasting
 low cost
 many modern ships have an expensive array of equipment available to access facsimile
charts and bulletins or direct access to the internet
Compare the advantages and disadvantages of shore based routeing and shipboard
routeing. (20)
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.
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.
Describe FIVE objectives of weather routeing. (10)
 The service offered by routeing organisation is to provide weather routeing advice to

meet specific objectives requested by the master/ship owner etc. the objectives invariably
reflect economic considerations such as savings on passage time and fuel consumed but
may also reflect the nature of the cargo. Some of the typical objectives requested include
LEAST TIME TRACK

 The main objective is to reduce time on passage regardless of other considerations. It
usually confined to tankers, product carriers and bulk carriers of large/medium-size
which are unlikely to suffer cargo damage and are less susceptible to hull damage
LEAST TIME WITH LEAST DAMAGE TO HULL AND CARGO
 This is a very common request, particularly by general cargo and liner trade vessels. The
recommended routes will attempt to avoid the worst weather while at the time achieve a
quick time.
LEAST DAMAGE

 This may be requested when ships are carrying a particular sensitive cargo such as
livestock or some piece of expensive deck which cannot be carried down below
CONSTANT SPEED
 This may sometimes be requested when a charter-party imposes a financial penalty unless
the vessel maintains a certain speed over a given time.
FUEL SAVING
 Fuel saving became particularly important, and was frequently requested, in the 70’s with
the large increases in fuel costs. These days saving is really a spin off from the least time
track and is not usually requested as a specific objective.
Describe the circumstances when weather routeing is most effective. (5)
 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 optimizing the
passage.
 Favourable factors may be identified, which will justify a deviation to take advantage of
them.

Outline five factors that should be considered when planning an ocean passage. (10)
The questions asked is unknown on what basis we have to answer (weather routeing or
bridge management)
 Use of great circle tracks to minimise distance.

 The presence on the track of adverse meteorological and oceanographical elements that
may adversely affect the vessel.
 The presence near the track of favourable meteorological and oceanographical elements
that may favourably affect the vessel.
 The presence of navigational hazards on the track.
 Ship type and vulnerability to Meteorological conditions.
 Maintain a proper look out.

 Long range weather reports monitored.
 Navigational equipment and its limitations.
 Position fixing method to be used & frequency.
 Celestial navigational techniques practised.
 Gyro errors checked each watch and recorded.
 Radar performance monitors checked.
 Pollution prevention and garbage obligations strictly adhered to.
 Preparations made for landfall?
Explain the advantages and disadvantages of Weather routeing for EACH of the following:
Crossing the North Sea; (6)
 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.
Crossing the North Atlantic. (10)
 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.
Explain why there are different routes East and West bound. (6)
 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.
VESSEL INTENDS TO DO THE OCEAN PASSAGE FROM DURBAN TO ADELAIDE
State the main advantages of following the recommended eastbound track (6)
 Vessel will utilise favourable prevailing westerly wind across top of the STAC.
 Vessel will utilise favourable Southern Ocean Current.
 Composite track has limit on 40 ° so vessel kept to North of most boisterous
conditions with regards to seas, swell and gales. 40 ° limit reduces the likelihood of
of encountering icebergs en route.

State, with reasons, if the same route would be used in the westbound passage (4)
 No
 Start lat is 29° 51’S and arrival lat is 34° 38’S, so a rhumb line between the two positions
would route the vessel across the STAC, where she would keep clear of the worst of the
adverse Southern Ocean current and Westerlies.
 Conditions are calmer in the STAC so the vessel would not experience the headwinds as
mentioned above, or the associated swells in higher latitudes.
Hazards that maybe encountered around the Grand Banks of Newfoundland. (14)
OR
Explain why the recommended route is preferred to the rhumb line track. (10)
 High traffic density.

 Intense Polar Frontal Depressions, high wind speeds, wind waves and swell.
 Advection Fog.
 Many fishing vessels.
 Many drilling and production rigs.
 Pack ice in Winter.
 Icebergs in Spring.
 Strong and variable currents.
Outline the factors to be considered when planning any EAST to WEST ocean passages.
(15)
 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.
OR
Eastbound
 Usually a great circle
 Benefit of shortest distance
 Advantageous currents and stern seas and waves
 Disadvantages of severe gales and high seas and sea ice and ice accretion in winter or fog
and icebergs in summer
Westbound
 Often a Rhumb line using lower latitudes passing through STAC
 Longer distance
 Avoids bad weather associated with high latitudes
 Advantage of fair weather and weak currents in the STAC
 The nature of the vessel and cargo would be considered as this may neglect the benefits
of a high latitude route.
Compare and contrast the use of great circle and Rhumb line sailing. (10)
Great Circle Sailing.
 Shortest distance.
 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.
Explain how a Gnomonic chart can be used in conjunction with a Mercator chart when
planning a great circle passage. (15)
 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.

Explain the presentation of CURRENT information as displayed on Admiralty Routeing

Charts. (8)
 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.
WITH REFERENCE TO THE SYMBOL CENTERED AT 36°00'N 005°22'W:
(i) identify the symbol; (3)
 Precautionary area
(ii) State, with reasons, the significance of the area indicated by the symbol. (7)
 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.
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.

Outline the main categories of information that can be found on these charts. (18)
 Passage planning principles (APEM)

 Routeing general rules and recommendations
 Routeing special rules and recommendations
 Passage planning – special class of vessel
 Oil and dangerous cargo : marine pollution
 Radio reporting systems applying to through traffic
 Reporting to a port of destination in the area
 Maritime radio services (coverage ; MSI broadcast, Navtex telex broadcasts, GMDSS
traffic surveillance
 Tidal information and services (co-tidal chart for predictions offshore maximum tidal
stream rate)
 Pilot services
List the content of IMO Publications ships routeing (7)
 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.

Explain the purpose of the IMO ships Routeing (6)
 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, the existence of obstructions to navigation,
limited depths or unfavorable meteorological conditions.
 Ship routeing may also be used for the purpose of preventing or reducing the risk of pollution
or reducing the risk of pollution or other damage to the marine environment caused by ships
colliding or grounding or anchoring in or near environmental sensitive areas.
Outline the main objectives of IMO Ships' Routeing systems. (16)

OR
State the precise objectives of IMO ships routeing (14)
OR
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)
 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, the existence of obstructions to navigation,
limited depths or unfavorable meteorological conditions.
The prime objective of Ship's Routeing system adopted by IMO may include some or all of the
following:-
 To avoid head on situation

 To organize traffic flow
 To regulate traffic flow
 To provide separate deep water routes where necessary
 To keep through traffic clear of fishing grounds

 To organize joining/leaving traffic in controlled areas

 To establish mainly anticlockwise roundabouts for join and leaving where appropriate
 To reduce the incidence of vessels crossing ahead of one another where a route makes an
abrupt turn.
Explain the difference between 'ADOPTED' and 'NON-ADOPTED' traffic separation

schemes. (8)
An Adopted Traffic Separation Scheme is one which the IMO considers that
 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;
 The state of hydrographic surveys in the area is adequate;
 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.
OR
When, for whatever reason, a Government decides not to submit a routeing system to IMO, it
should, in promulgating the system to Mariners, ensure that there are clear indications on charts
and in nautical publications as to what rules apply to the system.
State the publications where the mariner can gain information regarding 'ADOPTED'
traffic separation schemes. (5)
 IMO Publication ‘Ships Routeing.’

 Mariners Routeing Guides, such as 5500.

The British Admiralty produces Admiralty Routeing Charts and also a number of charts
that give passage planning guidance for certain areas of the world.
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)
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:
Admiralty Charts and Publications relevant to the Area.
 Passage Planning Using This Guide.

 Routeing: General Rules and Recommendations.
 Routeing: Special Rules and Recommendations.
 Passage Planning: Special Classes of Vessel.

 Oil and Dangerous Cargoes: Marine Pollution.

 Radio Reporting Systems Applying to Through Traffic.
 Reporting to a Port of Destination in the Area.
 Maritime Radio Services.
 Tidal Information and Services.
 Pilot Services.
Passage Planning Charts.

 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.
State THREE different sources where information on traffic separation schemes in the Red
Sea may be found. (3)
 IMO Routeing Manual.

 Admiralty Charts
 Mariners Routeing Guide, Gulf of Suez.


 M Notices
GIBREP is a mandatory reporting system for vessels transiting through the Strait of
Gibraltar.
Explain the purpose of such a local reporting system. (6)
 Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation
and/or protection of the marine environment.
State TWO other similar reporting systems. (4)
In the Dover Strait / Pas de Calais (CALDOVREP)

Off Ushant (OUESSREP)
AMVER (USA)
CHISREP (CHINA)
JASREP (JAPAN)
SITREP (SINGAPORE)
INDSAR (INDIA)
MASTREP (AUSTRALIA)
SISTRAM (BRAZIL)
SAFREP (SOUTH AFRICA)
Vessels transiting the waters are encouraged to take part in the AMVER programme.
Describe the various types of AMVER reports to be made. (15)

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
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)
In deciding whether or not to adopt or amend a traffic separation scheme, IMO will consider
whether:

 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;
 The state of hydrographic surveys in the area is adequate;
 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.
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)

 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
(iii) Ocean currents; (5)
 Blue arrows show the predominant direction of the sea surface currents for quarter.
 The type of line indicates the consistency of the current
 The average rate in knots is given as a number accompanying the arrow.
(iii) Tropical Revolving storms. (3)
 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.


11.METROLOGY
FOG MAY OFTEN BE ENCOUNTERED IN THE MANY AREAS OF THE WORLD.
O.T.K
(Advection fog is fog produced when air that is warmer and more moist than the ground surface
moves over the ground surface. The term advection means a horizontal movement of air.)
(The dewpoint temperature is the temperature at which the air can no longer "hold" all of the
water vapor which is mixed with it, and some of the water vapor must condense into liquid
water. The dew point is always lower than (or equal to) the air temperature.)
(a) Describe conditions necessary for the formation of sea/advection fog. (4)
 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) State THREE ocean areas of the world where sea/advection fog may
commonly be encountered.(6)
 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) 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
 Fog is probable after 21:25.

Outline how the OOW can use on board observations to predict the time when a vessel will
encounter fog at sea. (10)
 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.

Describe the typical weather associated with the ITCZ. (9)
 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.

12.TRS (TROPICAL REVOLVING STORM)
State the most probable months when a TRS may be encountered in Southern Pacific
ocean. (4)
 December to April, most frequent January to March.

Outline the warning signs of an approaching TRS. (I0)
 A heavy swell from the high wind waves being generated 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..
 A significant increase in wind speed.
 Probably a significant change in wind direction.
 A long low swell proceeding from the approximate bearing of the storm
 A change of cloud types extensive cirrus followed by altostratus and then cumulus, as the
storm approaches
 Increasing cloud coverage.
 Possibly exceptionally good visibility
 Precipitation occurring and then increasing.
 Rain pattern may be seen on the radar.
Outline the bridge procedures that should be followed on board the vessel, prior to
encountering the storm. (12)
 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 hour 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.
Outline the actions a prudent master should take to avoid worst of the storm (10)

Explain how onboard observations can be used to determine the vessel’s position relative to
the center of the TRS. (6)
 An approximate position of the storm may be determined by taking a bearing of it and

estimating how far the vessel is away from the storm Centre.
 A bearing of the storm can be found by applying Buys Ballots Law
 Face the wind
 TRS is to the right in the Northern Hemisphere and left in Southern Hemisphere
By ninety degrees plus the Angle of Indraft.

Angle of Indraft approximately:
 Pressure starts to fall 4 points
 Pressure has fallen 10 hPa 2 points
 Pressure has fallen 20 hPa 0 points

Distance:
 Pressure has fallen 3mb hPa wind approximately Force 4-5 Suspicious
 Pressure has fallen 5mb hPa wind approximately Force 6-7 250 NM
 Pressure has fallen 10mb hPa wind approximately Force 8 80 NM
 Pressure has fallen 20mb hPa wind approximately Force 12 In or Close to Eyewall
Explain how the on board observations of barometric pressure and tendency of change of
wind can be used to determine the vessel’s position relative (quadrant) to the centre of a
Southern Hemisphere TRS (6)

Using pressure drop to estimate distance to storm centre

 Pressure has fallen 3mb hPa wind approximately Force 4-5 Suspicious
 Pressure has fallen 5mb hPa wind approximately Force 6-7 250 NM
 Pressure has fallen 10mb hPa wind approximately Force 8 80 NM
 Pressure has fallen 20mb hPa wind approximately Force 12 In or Close to Eyewall
Explain how onboard observations can be used to determine the vessel’s position relative to
the storm’s track; (10)
OR
Explain how onboard observation of wind and air pressure can be used to determine the
vessel position relative to the storm centre
WIND
 Application of buys ballots 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 of the path/track
 Backing indicates observer is to the left of the path/track
PRESSURE
 Decrease in atmospheric pressure from normal gives 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 on the through or that the storm is stationary
SOUTHERN HEMISPHERE

 Advance left quadrant is dangerous quadrant

 Right semicircle is navigable semicircle.
OR
 An approximate position of the storm may be determined by taking a bearing of it and

estimating how far the vessel is away from the storm centre.
 A bearing of the storm centre can be found by applying Buy Ballot’s Law, which states that
if the observer faces the wind the storm centre will lie 12 points to the right, in the Northern
hemisphere (left in the southern) when the barometer is 5mb below the mean i.e. when the
storm is about 200 miles away.
 A second approximate position can be obtained by taking a second bearing, some 2 to 3
hours later, and again estimating the distance the vessel is from the storm centre. This
information should be readily available from the deck log book, if hourly readings of the
wind direction and force had been recorded.
 By making allowance for the vessel’s movement between the 2 estimated positions, the
approximate path of the storm may be determined.
 It can be generally assumed that the storm will not be moving towards the equator and if
below 20ºN/S its path is unlikely to be in an Easterly direction.

Draw a plan view through a Southern/Northern Hemisphere hurricane before it recurves.

(8)
ABOVE IMAGE FROM NP 100 MARINERS HANDBOOK

NORTHERN HEMISPHERE NORTHERN HEMISPHERE RECURVES
SOUTHERN HEMISPHERE SOUTHERN HEMISPHERE RECURVES

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)
 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.
 Wind backing, left of Path.
 Advance, Left, Southern Hemisphere, Dangerous Quadrant.
State, with reasons, the actions the Master should take to manoeuvre the vessel to minimise
the effect of the storm on the vessel. (6)
 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.
line.

Illustrate and describe the expected effect of the actions in Q4(c)(ii), if the storm maintains
its current movement. (12)
 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.
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.
Some hours later the wind direction steadies and then starts to veer, with the pressure
continuing to fall.
(ii) Identify any change in the storm’s movement. (5)
 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) State, with reasons, any subsequent actions the Master should take in light of the
changed conditions and any safety considerations of such actions. (12)
 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.
line.
 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 propeller may break surface and the engine over speed.
 Parametric Rolling is a possibility.
 Visibility will be reduced by spray and rain, a good lookout must be maintained.
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

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)
 Winds about force 6-7 initially from N x Ely direction

 Wind strengthening and slowly backing as centre of the storm moves closer
 120 NM from centre wind strength 55 knots
 70 miles from the centre wind strength 95 knots from approximate NE ly direction
ii) Swell height and direction; (5)
 moderate swell initially swell from SE ly direction (2 - 4 m)

 swell building and direction slowly changing to come from a SE x S then SSE ly

direction
 120 miles from the centre of the storm there will be heavy swell (over 10 m) slowly
veering to SE x S
 70 miles from the centre swell in excess of 14 m from approximately SSE ly direction
iii) Barometric pressure. (5)

 220 miles from centre approximately 5 mb below seasonal mean
 120 miles from centre pressure drops approaching 10 mb below seasonal mean
 70 miles from centre pressure drop more than 10 mb below seasonal mean falling rapidly
State the seasons and the most probable months when hurricanes may be encountered in
the Western South Pacific. (5)
 The TRS Season is the southern summer.

 TRSs are most probable from January to March.
Discuss the hazards that a vessel would encounter if it came within 80 miles of the center of
a hurricane. (8)
 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.
 Lightning strikes.

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)
 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.
Outline the factors that the Master must consider for EACH of the following actions, in
light of the proximity of Tropical Cyclone NARELLE:
Remaining in the port; (12)
 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.
Sailing to an anchorage; (10)
 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.
Sailing to the open sea. (12)
 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.

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)
Dir. Of
Swell
Precipitat
Visibility
Pressure
Distance
Clouds
Wind
speed
Swell
Sea
No.
ion
1 >250’ 3 Clear Trade Moderate 2.5m Clear Cirrus

Mb winds
4-5
2 250’ 5 Drizzle 6-7 Rough 5.5m Mod. Altostratus
Mb
3 125’ 10 Lots of spray 8-9 Very Rough 10.0m Poor Cumulus
Mb
Progressively
becomes
steeper and
steeper
4 80’ 20 Progressively 12 Phenomenal 14.0m Very Cumulonimbus
Mb
worst , poor
thunderstorms
, tornedos
5 In the Clear Calm or Mountainous Zero Clear Sky
eye light Sea
Variable

13.MISCELLANEOUS

Sqa Nav Theory 2015 To 2019 Updated

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SOUTH TYNESIDE MARINE COLLEGE

NAVIGATION SQA THEORY

RAMEZ ABDUL RAZZAK KAPDE / SEPT 2019 - HND

2.SEARCH AND RESCUE.......................................................................................................................... 14

3.BRIDGE MANAGEMENT ....................................................................................................................... 28

5.WWNWS ................................................................................................................................................. 109

6.MGN/MSN/MIN ..................................................................................................................................... 120

7.OFFSHORE NAVIGATION .................................................................................................................... 130

8. RULES OF THE ROAD (ROR) ............................................................................................................. 133

9.TIDES .................................................................................................................................................... 135

10.ROUTEING .......................................................................................................................................... 141

11.METROLOGY ...................................................................................................................................... 169

12.TRS (TROPICAL REVOLVING STORM) ........................................................................................... 173

13.MISCELLANEOUS .............................................................................................................................. 193

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 From March to July, greatest frequency April, May and June.

 Bergs are not normally found South of 40 N or East of 040 W.

VESSELS ENGAGED ON PASSAGES THROUGH NORTH ATLANTIC MAY

 February 01 – July 31.

 North Atlantic Ice Service.

Admiralty List of Radio Signals.

Ocean Passages of the World.

GMDSS. Fax charts.

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 Type of ice to be encountered , icebergs and pack ice

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 Call me at any time if in need of assistance.

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ICE CAN PRESENT A SERIOUS HAZARD TO ANY VESSEL.

The preparations before the vessel approaches ice; (8)

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The considerations before entering ice; (14)

The ice the following factors need to be considered:

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When making an entry. (10)

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 Enter the ice at 90°

(i) Entering pack ice; (3)

 Hull damage due to excessive speed.

(ii) Manoeuvring the vessel in pack ice; (8)

 Damage due to excessive speed.

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 Damage to hull when turning due to impacts aft.

(iii) Approaching port in ice conditions. (10)

 Lights obscured and sectors inaccurate due to icing.

To whom the information should be sent; (5)

 The master of every ship which meets with dangerous ice,

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and may alter the colour of lights.

(i) Echo Sounder; (5)

 Thermal stratification giving incorrect results.

(ii) Gyro compass; (5)

 Low directional force reducing stability of direction.

(iii) Radar. (4)

 Incorrect measurement of range if fast ice is present around land.

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The dangers that should be reported. (11)

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Ice, derelicts and other direct dangers to navigation.

Storm force winds.

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 Air temperature less than -2° C.

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