NAV-2 FINALS COVERAGE

Lesson 7

Objective: (bulleted objectives are not included in the document)

 Recognises traffic lanes and separation zones

 Explains the danger of placing implicit reliance upon floating navigational aids
 Explains the danger of approaching navigational aids too closely
 Obtains and appraises information from navigational publications including sailing directions,
notices to mariners, radio navigational warnings and ship’s routeing information
 Demonstrates simple passage planning and execution including use of sailing directions, tide
tables, radio navigational warning and ship’s routeing information within parameters
established by the Master
 Explains the use of clearing marks and horizontal and vertical danger angles
 Recognises suitable passages, approaches and anchorages in clear weather and thick weather,
using radar-responsive targets demonstrate planning of a passage between two ports from
berth to berth using the procedures for passage planning as per the Guidelines for Voyage
Planning provided by IMO in Resolution A.893(21)

Traffic Lanes and Separation Zones

- Traffic lanes and separation zones provides separation through “inshore traffic zones” which is a
routeing measure comprising a designated area between the landward boundary of a traffic
separation scheme and the adjacent coast, to be used in accordance with provisions of rule 10
(e,d) which states that:
d) (i) A vessel shall not use an inshore traffic zone when she can safely use the
appropriate traffic lane within the adjacent traffic separation scheme. However,
vessels of less than 20 metres in length, sailing vessels and vessels engaged in
fishing may use the inshore traffic zone.
(ii) Notwithstanding sub-paragraph (d) (i), 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.

- When may a vessel enter a traffic separation zone?

Base from rule 10 (e),
e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally
enter a separation zone or cross a separation line except:

(i) in cases of emergency to avoid immediate danger.

(ii) to engage in fishing within a separation zone.
Traffic Lanes (or clearways) – indicate the general direction of the ships in that zone; ships navigating
within a TSS all sail in the same direction or they cross the lane in an
angle as close to 90 degrees as possible.

Separation Zone – are found between the main traffic lanes where ships proceed in opposite or nearly
opposite directions; or separating a traffic lane from the adjacent sea area; or separating traffic lanes
designated for particular classes of ships proceeding in the same direction.

Explains the danger of placing implicit reliance upon floating navigational aids
Navigational aids and Aids to Navigation

A marine aid to navigation (AtoN) is a device or system external to vessels that is designed and operated
to enhance the safe and efficient navigation of vessel and/or vessel traffic; are all of those man-made
objects used by mariners to determine position or a safe course. A marine aid to navigation should not
be confused with navigational aid. A navigational aid is an instrument, device, chart, etc. carried on
board a vessel for the purpose of assisting navigation.

 The term "aids to navigation" includes buoys, day beacons, lights, lightships, radio beacons, fog
signals, marks and other devices used to provide "street" signs on the water. Aids To Navigation
include all the visible, audible and electronic symbols that are established by government and
private authorities for piloting purposes.

Secondary means of checking position must be checked as reliance on a single means of navigation is
something that should not be done.

The specifics:
 - Floating navigational aids as a marine aid to navigation could move with the current or be
dragged out of the position in severe weather conditions.
- They may be also hit by the traffic and set adrift.
- In certain areas of the world where there are large tidal differences, buoys marking a channel,
could possibly be out of position due to changes in height of tide.

Note: One major exception to this rule was the old floating manned lightships or lightvessel where, if
they are out of the position they would exhibit the necessary signals to advise mariners that they were
off-station.

Lightship

 A light ship is a vessel that operates basically as a surrogate lighthouse tower to assist ships in
navigation. Although lightships still exist contemporarily, their viability was more huge in those
times when marine construction and architecture wasn’t as developed and advanced, as it is
today.
 Lightships were put into operation in those oceanic areas where the weather and climatic
conditions were volatile and actual structuring of lighthouse towers were exceedingly arduous.
 The lightvessel would thus provide the same feasibilities like a conventional lighthouse tower,
although with the difference that the vessel would be perpetually be berthed on the same
oceanic location.
 The earliest recorded operational date of the light vessel is said to be in the early 18th century in
Great Britain, or to be more precise in the Thames River in England.

Examples of a Lightship or lightvessel:

Explains the danger of approaching navigational aids too closely

 a. Dangers approaching navigational aids too closely is due to the tidal sets you could well hit the
navigation mark.
o Currents reflect the horizontal movement of water whereas tides reflect vertical
movements.
 When close to the continental shelf, the horizontal movement of water is
defined mainly by two terms:
 tidal stream or tidal current: gravitational
 current: gravitational, rivers, wind
o Tidal streams are described by drift/rate and set, in which
drift/rate is the speed and set is the direction of the current.

Note that tidal streams differ to tides where tidal streams is part of the horizontal movement of
water while tides are component of vertical movements of it caused by the gravitational pull of
sun and moon.

b. You could be out of position and hit the danger that the navigation mark is warning about.
c. One very famous case of this happened during 1960s which resulted in three ships hitting a
wreck and one of these ships almost hitting the Trinity House Vessel – wreck tender that was
laying emergency navigation marks.

Trinity House Vessel (THV)

Trinity House has a fleet of three purpose-built vessels: THV Galatea, THV Patricia and THV Alert all
carry out the important work of maintaining and supplying our offshore aids to navigation, routinely
steaming skillfully into sea areas that all other ships are warned to steer clear of.

Obtains and appraises information from navigational publications including sailing directions,
notices to mariners, radio navigational warnings and ship’s routing information
NIMA – National Imagery and Mapping Agency (now called NGA) of US Government

NGA – National Geospatial-Intelligence Agency of US Government

NOAA – National Oceanic and Atmospheric Administration of US

Admiralty or British Admiralty – under the supervision or operated by the UKHO (United Kingdom
Hydrographic Office)

ADMIRALTY NAUTICAL Paper Publications

ADMIRALTY Sailing Directions

 Directions are designed for use by the merchant mariner on all classes of oceangoing vessels
with essential information on all aspects of navigation.
  Sailing Directions are complementary to ADMIRALTY Standard Nautical Charts and provide
worldwide coverage in 74 volumes. Each publication contains quality colour photography and
views, as well as information on navigational hazards, buoyage, meteorological data, details of
pilotage, regulations, port facilities and guides to major port entry.

ADMIRALTY Tidal Publications

 ADMIRALTY Tide Tables detail the times and heights of high and low waters for over 230
standard and 6000 secondary ports in the UK and Ireland, Europe, the Indian Ocean, South
China Sea and Pacific Ocean for each day of the year. The tables outline methods of prediction,
the effect of meteorological conditions on tides and provide additional information on
Exceptional tidal factors in each area.
 ADMIRALTY Tidal Stream Atlases display, in diagrammatic form, the major tidal streams for
selected waters of northwestern Europe, including direction and rate at hourly intervals. Graded
arrows illustrate Mean, Neap and Spring tidal rates in tenths of a knot. There is also a diagram to
help you calculate the tidal stream rate for a given date.
ADMIRALTY List of Radio Signals

 The ADMIRALTY List of Radio Signals series provides comprehensive information on all aspects
of Maritime Radio Communications. The data is organized into six volumes, some divided into
several parts for ease of handling. Each of the six volumes is presented in a user-friendly format
with full colour photographs and diagrams.
o NP281 (Parts 1 & 2) - Maritime Radio
Stations
o NP282 - Radio Aids to Navigation, Satellite
Navigation Systems, Differential GPS (DGPS)
Legal Time, Radio Time Signals and
Electronic Position Fixing Systems
o NP 283 (Parts 1 & 2) - Maritime Safety
Information Services
o NP 284 - Meteorological Observation
Stations
o NP 285 - Global Maritime Distress and Safety
System (GMDSS)
o NP 286 (Parts 1 - 8) - Pilot Services, Vessel
Traffic Services and Port Operations

ADMIRALTY List of Lights and Fog Signals

 This series of books provides extensive information on all lighthouses, lightships, lit floating
marks (over 8m in height), fog signals and other lights of navigational significance.
 Each publication also gives the characteristics of lights and fog signals, together with the
equivalent foreign language light descriptions. Tables can be used to calculate the geographical
and luminous ranges of lights. Details for all lights listed include the international number,
location and/or name, geographical co-ordinates, characteristics and intensity, elevation in
metres, range in sea miles and description of structure.
NGA NAUTICAL Paper Publications

American Practical Navigator (Volume 1 and 2)

 The American Practical Navigator, first published in 1802, was billed as the "epitome of
navigation" by its original author, Nathaniel Bowditch. The text has evolved with the advances in
navigation practices since that first issue and continues to serve as a valuable reference for
marine navigation in the modern day.
 The publication describes in detail the principles and factors of navigation, including piloting,
electronic navigation, celestial navigation, mathematics, safety, oceanography and meteorology. It
also contains various tables used in typical navigational calculations and solutions, including the
formulas used to derive the tabular data. Many of these solutions can also be found using the
on-line calculators located in the Nautical Calculators section of this Web site.
 The 2019 edition of the American Practical Navigator is published in two volumes.

Atlas of Pilot Charts (Nautical Publication 105-109)

 Pilot Charts depict averages in prevailing winds and currents, air and sea temperatures, wave
heights, ice limits, visibility, barometric pressure, and weather conditions at different times of
the year. The information used to compile these averages was obtained from oceanographic and
meteorologic observations over many decades during the late 18th and 19th centuries.
 The Atlas of Pilot Charts set is comprised of five volumes, each covering a specific geographic
region. Each volume is an atlas of twelve pilot charts, each depicting the observed conditions for
a particular month of any given year.
 The charts are intended to aid the navigator in selecting the fastest and safest routes with
regards to the expected weather and ocean conditions.

Chart No. 1

 U.S. Chart No. 1, Nautical Chart Symbols, Abbreviations and Terms, presents the symbols
depicted on paper nautical charts produced by the National Geospatial-Intelligence Agency
(NGA) and the National Oceanic and Atmospheric Administration (NOAA), on raster
representations of these paper charts such as Raster Nautical Charts (RNC®), and on Electronic
Navigational Charts (ENC).
 The publication also presents the symbols described in the "Regulations of the IHO for
International (INT) Charts" and "Chart Specifications of the IHO", published by the International
Hydrographic Organization, and now includes a section providing important details about
Electronic Chart Display and Information Systems (ECDIS).

Distances between Ports (Publication 151)

  The Distances Between Ports (Pub. 151) publication contains tabulated distances between
departure ports, junction points, and arrival ports worldwide, organized alphabetically. The
distance values normally represent the shortest navigable routes, but in certain cases, longer
routes which take advantage of currents, avoid ice or other dangers to navigation, or follow
required traffic separation schemes are used.

International Code of Signals (Publication 102)

 The International Code of Signals (Pub. 102) publication contains descriptions and graphic
depictions of a specific vocabulary of signals and the various methods used to transmit them.
The Code is intended to cater primarily to situations related to safety of navigation and
personnel, especially when language difficulties arise.

Explains the use of clearing marks and horizontal and vertical danger angles
Clearing marks in navigation

- Are either of a pair of landmarks or marks on a mariner’s chart lying up on a line (clearing line)
along which a vessel can sail to avoid navigational hazards.

Clearing bearings

 bearings that keep you clear of any nearby hazards. Traditionally,

you use a prominent mark on the chart that you’ll be able to
identify at a reasonable range.
 If no clearing marks are available a single identifiable charted
object may be similarly used. In Figure on the right side, if the
bearing of the mark remains within the range 0280T-0420T (not
less than/not more than).
 Observing clearing bearings and clearing marks cannot be
considered to be “fixing” the ship but can assist the OOW to
ensure that his ship is not standing into danger. Similarly using
dipping distances, whilst not being considered to be an accurate
fix, can make the OOW aware that he is approaching danger.

Horizontal danger marks

- the maximum and minimum angle between two points on a chart as observed from a vessel,
indicating the limit of safe-approach to an off-lying danger.
- A horizontal danger angle is measured between points shown on a chart.
  A single sextant angle furnishes a means of avoiding a known danger
by using what is known as the horizontal "danger angle" (Fig. 45.).
Note two well-defined objects on the coast either side of the danger to
be avoided and describe a circle through them and passing sufficiently
outside of the reef to give it a safe berth. With a protractor on the
chart note the angle between the objects at any point on the outer
part of this circle. If in passing, the angle at the ship between the two
objects is not allowed to become greater than this "danger angle" the
danger will be given a sufficient berth. This method as well as any use
of sextant angles or bearings depends of course on the accuracy of the
chart, and caution must be used where it is not certain that the chart
depends upon an accurate survey.

Vertical danger marks

- the maximum or minimum angle between the top and bottom of an object of known height, as
observed from a vessel, indicating the limit of safe approach to an off-lying danger.
- A vertical danger angle is measured between the top and bottom of an object of known height.

Vertical Angles

 The vertical angle of elevation of an object whose height is known

will give the distance and combined with a bearing or other
information this permits of locating a vessel where better means
cannot be used. (Fig. 46.) The vertical angle is measured with a
sextant and must be the angle at the ship between the top of the
object and the sea level vertically beneath it; for a hill or mountain,
therefore, the eye of the observer should be near the water. The
object should not be so distant that curvature becomes
appreciable. The "vertical danger angle" is a means of avoiding a
known danger, on a principle similar to that of the horizontal
danger angle; that is, the angle of elevation of a known object is not
permitted to become greater than a fixed amount depending on
the distance from the object to the danger to be avoided.

IALA (International Association of Marine Aids to Navigation and Lighthouse Authorities)

- is a non-profit, international technical association devoted to the harmonization of marine aids
to navigation (is a device or system external to vessels that is designed and operated to enhance
the safe and efficient navigation of vessel and/or vessel traffic).
 - IALA was formed in 1957 as a technical association to provide a framework for aids to navigation
authorities, manufacturers, and consultants from all parts of the world to work with a common
effort:
o Harmonise standards for aids to navigation systems worldwide;
o Facilitate the safe and efficient movement of shipping;
o Enhance the protection of the environment.

Navigation – according to IMO Resolution A.915(22), is the process of planning, recording and
controlling the movement of a craft from one place to another.

Navigation Methods:
 Terrestrial Navigation – navigation using visual, radar, and (if appropriate) depth sounding
observations of identifiable, conspicuous (obvious to the eye or mind) features, objects and
marks to determine position.
 Celestial or Astronomical Navigation – navigation using observation of celestial bodies to
determine position.
 Dead Reckoning – navigation based on speed, elapsed time, and direction from a known
position. A position that is determined by this position is generally called an estimated position.
 Radionavigation or Satellite navigation – navigation using radio signals to determine a position
or a line of position.

IALA Buoyage System

IALA buoyage system is divided into two regions to minimize number of changes to existing systems and
to meet conflicting requirements:

Region A: Europe, Australia New Zealand, Africa, the Gulf and some Asian countries.

Region B: North, Central and South America, Japan, North and South Korea and the Philippines.’

Shapes
The standard

buoy shapes are cylindrical (can), conical (nun), spherical , pillar and spar , but variations occur,
e.g. barrel .
Beacons – which are mostly fixed and not floating – have only one elongated and upright shape.
The shape of the topmark is essential.

Types of Marks
1. Lateral Marks – indicates the edge of a channel.
2. Cardinal Marks – indicate the position of a hazard and direction of safe water.
3. Isolated Danger Marks – indicate a hazard to shipping.
4. Safe Water Marks – indicated the end of a channel and deep, safe water is ahead.
5. Special Marks – indicates an area or feature such as speed restrictions or mooring area.

Note that lateral marks are the only marks that differ by region, the other four marks are both
common on both Region A and B.
Lateral Marks

- define a channel and indicate the port and starboard sides of the navigation route to be
followed into a waterway such as a harbour, river, or estuary from seaward.
- The vessel should keep port marks to its left and keep starboard marks to its right.

Note: if lateral marks are unable to be represented by a can or cone-shaped buoy, they should carry the
appropriate topmark.

Red (Cylindical) – Port hand marks

Green (Conical) – Starboard hand marks

- Preferred and Secondary channel

o At the point where a channel divides, a modified lateral mark is used to indicate a
“preferred channel” (often a deep channel suitable for heavy commercial vessels) on
one side and a secondary on the other.
o A preferred channel is indicated by red and green horizontal bands on the lateral
marker.

Green band – means preferred channel to starboard side and secondary on port side.

Red band – means preferred channel to port side and secondary on starboard side.

 Differences in Region A and Region B is found on the colors and shapes of buoys where on
o Region A, a red-cylindrical buoy represents the port-side of a vessel while on Region B it
represents the starboard side of a vessel.
o A green and conical buoy represents the starboard side in Region A, on the other hand,
it represents the port side in Region B.
Cardinal Marks

- Is used to signify danger and show where the safest water can be found.
- Cardinal marks indicate the direction of a safety as a compass direction relative to the mark.
- A cardinal mark is named after the quadrant where it is being placed, due to this unique way
where cardinal marks use the points of a compass to signal safety it makes them meaningful
regardless of the direction of an approaching vessel.
- Cardinal marks has distinctive black and yellow markings and topmarks.
- Cardinal marks can be used to show the following:
o The deepest water area on the named side of a mark.
o The safe side on which to pass a danger.
o Draw attention to a feature in a channel such as a bend, junction, or end of a shoal.

Q and VQ Light Rhythms

Q and VQ Light rhythms indicate the flashing of light.

Q – stands for quick, and VQ – stands for very quick.

Flash Frequency:
Q = 50-60 flash per minute (1.2 or 1 flashes per second)
VQ = 100-120 flashes per minute (0.6 or 0.5 flashes per second)

Isolated Danger Marks

- Is used to indicate hazard to shipping such as submerged rock or wreck which has navigable
water all around it.
- It is erected or moored above the hazard.
- The double-sphere topmark is an important feature and needs to be visible by day, the
topmarks should be as large as possible with the spheres clearly separated.

Safe Water Marks

- Indicates there is navigable water all around the mark including the end of a channel or mid-
channel, however, this mark does not mark a danger.
- They are the only mark that have vertical stripes.

Special Marks
- Does not usually assists navigation but are used to indicate a feature such as recreation zones,
speed limits, mooring areas, or cable and pipe lines including outfall sewerage pipes.
Marking New Dangers
- New danger means newly discovered hazard not yet shown in nautical documents.
- This includes naturally occurring obstructions, such as sandbanks or rocks or man-made dangers
such as wrecks.
- New dangers should be appropriately marked using lateral, cardinal, isolated danger marks or by
using the emergency wreck marking buoy, if the authority considers the risk to navigation to be
especially high, at least one of the marks should be duplicated.

ODAS buoy
- Ocean Data Acquisition System (ODAS) buoy, data collection buoy; A buoy intended for the
collection of data on properties of the ocean, it may be moored or free-floating it is not an aid to
navigation but is classified as a special buoy in the IALA Maritime Buoyage System.

Direction of Buoyage
- Lateral marks are positioned at the sides of channels, which side of the channel the respective
buoys are placed is determined by the Direction of Buoyage.
- Generally, the direction of buoyage runs clockwise around continents, it can be referenced in
Admiralty Sailing Directions.
- Closer in to land they are organized relative to the direction of entry to harbour. In areas where
there is any doubt as to the direction of buoyage, it will be indicated by this symbol.
 - The direction of buoyage is usually obvious; a situation when it is not; is around an island. The
buoyage may be arranged for entry from both ends, in this case there may be two direction of
buoyage symbols at the point where it reverses.

Supplemental:
- It is necessary to know the direction of buoyage. On the Victorian
coast, this runs from east to west and into ports from seaward.
- When leaving port, the port-hand mark (red) should be passed on
the vessel's starboard (right) side.
- Upon entering port, the port-hand mark (red) should be passed on
the vessels port (left) side.
- The operator of any vessel is prohibited from attaching a line to a
navigational mark at any time.
- Commonly the direction of buoyage is clockwise on a continental
landmass, or it runs into ports, or it will run from the fairway buoy or safe water mark, however,
in places where there is a gap or an island the direction of buoyage may not seem to be obvious.