CAPTAIN C.L.DUBEY, B.Sc., EXTRA MASTER, PRINCIPAL AND OWNER, MUMBAI MARITIME TRAINING INSTITUTE, MUMBAI-400053. & EX-NAUTICAL OFFICER, LBS COLLEGE OF ADVANCED MARITIME STUDIES AND RESEARCH MUMBAI-400033. PUBLISHED BY: MARINE AID PUBLICATION, A/202, SHANTIVAN-2, RAHEJA TOWNSHIP, MALAD (E), MUMBAI-400097. PH.: 26396435 PRICE : RS. 450/- WITH STATIONERY RS. 300/- WITHOUT STATIONERYCHARTWORK FOR DECK OFFICERS Procedine and Practice CAPTAIN C.L.DUBEY, B.Sc., EXTRA MASTER, PRINCIPAL AND OWNER, MUMBAI MARITIME TRAINING INSTITUTE, MUMBAI-400053. & EX-NAUTICAL OFFICER, LBS COLLEGE OF ADVANCED MARITIME STUDIES AND RESEARCH MUMBAI-400033. PUBLISHED BY: MARINE AID PUBLICATION, A/202, SHANTIVAN-2, RAHEJA TOWNSHIP, MALAD (E), MUMBAI-400097. PH.: 26396435 PRICE : RS. 400/- WITH STATIONERY RS. -250/- WITHOUT STATIONERY© Copyright 1998 No part of this publication may be reproduced in any form or by any means, electronic or otherwise without the written consent of-the publisher. First Edition 1998 Re-Printed May 2000 Second Edition 2001 Third Edition 2002 Fourth Edition 2003 Fifth Edition 2006 Sixth Edition 2008 All rights reserved Price Rs. 400/- with stationery Rs. 250/- without stationery Published by : Marine aid publication A/202, Shantivan — 2, Raheja Township, Malad (E), Mumbai — 400 097. Ph : 2877 225618.08.1998 'APTAIN T.K.JOSEPH, EXTRA MASTER, (ORMER PRINCIPAL, .B.S. College of Advanced Maritime Studies And Research, .B.S.CAMSAR), FOREWORD Captain C.L.Dubey has been my colleague on the faculty of L.B.S. CAMSAR for the last six years. Chart work has been his favourite subject and he has been teaching that subject to almost all thé grades. This book, “CHART WORK FOR DECK OFFICERS ~ PROCEDURE AND PRACTICE ” has presented the subject matter in lucid and simple terms. Step by. step, the book takes the learner from acquaintance with charts, to simple position fixing and conversion of courses to the more advanced exercises in running fixes, special langles, three bearing problems etc. q 7 It is a complete “ Teach Yourself” publication on chart work, as there are numerous iworked examples to guide the learner, followed by question banks on the areas covered, together with answers. Since the sets of questions cover different charts and problems of jincreasing levels, this should prove a good text book for all the grades of students. { The chapter on tides provides a complete understanding of tidal calculations of ‘standard and secondary ports as well as the harmonic constant method of tidal calculations. iThis again is followed by numerous exercise questions with answers, The principles of anning a passage has also been dealt with in detail. Iam sure this book will be a great asset to students of chart work, at all levels. Pete (CAPTAIN T.K JOSEPH)PREFACE When the new NWKO (NCV) course started in the L.B.S. CAMSAR, the practice charts naturally had to be from the BIMMS area. No questions were available for practicing on these charts. The candidates could not do any systematic practice. The idea.came to my mind to prepare chart work question banks. I made the questions, first simple ones to familiarize with charts and then normal questions to their level, solved them and gave the answers, Almost at the same time, I went in to preparing a booklet on ‘Tide and its calculation’ for Deck officers. It was then suggested by my colleagues to join both above and increase thie scope of this book covering the Chart work procedures and including more question banks for Second Mates (Officer in- charge of a navigational watch) and Masters and Mates (Management level)’ course. That is how this book “CHART WORK FOR DECK OFFICERS” has come into existence. The B.Sc. nautical science and pre-sea cadets will also find this book useful. (CAPTAIN C.L.DUBEY) Principal and owner, Mumbai Maritime Training Institute, Mumbai — & Ex-Nautical Officer, L.B.S. CAMSAR, Mumbai —CONTENTS S.No Topics Terms used in Chart Work 2. | Hints on the use of charts 3.__| Changing of courses 7 4. | Methods of finding ship’s position & procedures to solve various chart 13 2 work problems 3, _| Visibility of Lights a 6. | ECDIS Chart 48 7. | Simple questions on Charts with answers 4 8. | NWKO (NCV) chart work practical questions with answers 87 9. | Second Mate F.G. chart work practical questions with answers 108 10. | First Mate F.G. chart work practical questions with answers 120 1. | Tides 133 12, | Passage Planning 163 13. | Hydrographic Notes for Navigators 1821 TERMS USED IN CHARTWORK CHART PROJECTION: It is the way of depicting fractional or full part of a sphere or spheroid i.e, Earth on to a plane. Following projections are used to make charts: Mercator, Gnomonic, Stereographic, Orthographic, Conic, Lambert, Polar, Azimuthal, polyconic, etc. The projection of a chart will be decided by its use. Most common projection used to make navigational charts is Mercator projection. The Mercator projection is used for all Admiralty charts having a scale smaller than 1:50,000 i.e. a scale of less than about 37mm to a mile. TITLE OF CHART : It describes the Geographic boundaries of charted area and usually placed on land covered area so that it does not affect navigation. e.g. : Chart No, 2360 FALSTERBO TO OLAND BALTIC SEA ~ SWEDEN, SOUTH COAST. CHART NUMBER : It is shown at the top left hand corner (inverted) and bottom right hand comér. It is also given on the back of the chart where title of the chart is also given ¢.g. ~ 2360. DATE OF PUBLICATION : It is shown on the bottom margin in the middle of the chart. It also shows where publication took place and under whom e.g. Published in Tannton 12" July 1974 under the superintendence of rear - admiral G.P.D. Hall, CB. D.S.C., Hydrographar of the navy. DATE OF NEW EDITIONS : It is given at the right of the date of publication. e.g. new editions 12" Sept. 1975, 11" July 1980, 24" April 1981. With the new edition, all previous corrections and previous copies of the chart are cancelled. DIMENSIONS OF THE CHART : It is in mm (millimeters) and displayed in the margin at the bottom right hand comer e.g. 1130.02 x 630.0 mm engraved 1972. DATE OF PRINTING : It is shown on the reverse of the chart where title of the chart is given. e.g. printed July 1989. UNITS OF DEPTH : It is started in bold letters under the title of the chart e.g. DEPTH IN . METERS. DATE OF SURVEY : It includes the survey authorities and to what date it is corrected. e.g, authorities : Swedish and Danish government charts, corrected to 1981. HEIGHTS : It is given under title block which gives the units of heights and also reference from which heights are measured. c.g, heights are in meters above mean sea level (MSL) ORDERING NEW CHART ; Give the following: a. Chart No. b. Title of the chart. Date of publication |. Date of printing . Date of new edition Number of the last small correction. mene NATURAL SCALE OF A CHART: Found under the title of a chart, it is for a specific 1 200,000 The meaning is that if the distance between two points on a chart is, say, 1 cm, the actual distance between the two points on the surface of Earth is 200,000 cm. In coastal areas it is normally given for the middle Latitude of the chart. Thus the scale or natural scale of a chart is the ratio between a unit of length measured on the chart and a corresponding unit measured on the Earth’s surface. latitude. It is expressed as a ratio or a fraction for example 1:200,000 or THE NAUTICAL MILE: It is also called sea mile and is used to measure distances at sea. It is defined as the length of a minute of latitude or the length of an arc of a meridian which subtends an angle of 1? at the centre of curvature. Though it changes from pole to the Equator, by international agreement the chosen length of international Nautical Mile is 1852 meters or 6076.1 feet has superceded the earlier British or U.K. Nautical Mile of 1853.2 meters or 6080 feet. The nautical mile is divided into 10 cables, a cable being usually accepted as 600 feet. CHART DATUM: It is usually a level so low that the tide will not frequently fall below it. Modern Admiralty. surveys are planned for a datum approximately equal to the Lowest Astronomical Tide (LAT) under average meteorological conditions. All the soundings (depth of water) at sea are given with respect to chart datum. Drying height is also given with respect to Chart datum. DRYING HEIGHT: It is the extent to which a patch is exposed in the air at the level of chart datum i.e, when there is lowest Astronomical Tide. Normally soundings are shown in meters (above 20 meters) and decimeters (under 20 meters). The drying heights are also shown in meters and decimeters but they are underlined ic. 0, It means that the poirit (rock) dries by an amount of 4 decimeters above the datum of soundings. ROUTEING CHARTS: These charts cover specific areas and for specific month. These are intended to provide ship masters with a graphic summary of factors which may affect the loading of a vessel and may affect the choice of route when making an ocean passage. Features include: Main shipping tracks, distances , load lines in force, winds, current, temperatures, dew point, iceberg limits, etc. AERO RADIO BEACON: These are basically used for aircrafts but if they are situated in coastal waters, can be used for ships-also for taking bearings. The mariners have to take following precautions while using Aero radio beacons: 1) The charted position of an Aero radio beacon not so listed may be in error, 2) There may not be guarantee of the accuracy of bearings observed at sea level. It is marked as @ A%RC“REMARK: It is a Radar Beacon which operates continuously. When it targets the radar of aship, the radial lines.are shown on the PPI. So only the bearirig can be taken by a remark but no range. It is mostly found in Japanese and Far East waters. It is marked as a} ? RACON: It is a Radar Responder Beacon. When targeted by the radar waves of the ship, it activates the Racon and a characteristic echo on the PPI is painted. The bearing and range both can be obtained by a Racon. There is a morse identification signal which comes on the PPI and is clearly identified on the radar picture. In crowded waters it is very conspicuous. Since it takes some time for the Racon to activate, the range obtained is slightly more than actual, It is marked as. @**™, FOG DETECTOR LIGHTS: These may be fitted on the light houses or on a structure close-to it. On the onset of fog, the fog detector light senses it, activates the operation of main light and starts the fog signal. The detector exhibits a powerful light which may be continuous or may be in the form of a powerful flash of about one second duration. The light will probably be concentrated into a narrow beam and the beam may sweep back and forth horizontally over a stated arc or it may remain fixed on one stated bearing . It is marked as Fog Det. Lt. RELIABILITY OF A CHART: The reliability of a chart can be cliecked by : 1) The date of survey 2) The source of surveys 3) Frequency of soundings given on the chart 4) Scale of the chart 5)' The distortion in the chart 6) The projection TRANSIT BEARINGS: When two objects i.e. light house or towers are in transit, the vessel sees both objects in same line. If a bearing is taken when the two objects are in line, it is called a transit bearing. The transit bearing plotted on a chart is a position line. Compass error can be obtained by comparing transit compass bearing and true bearing from the chart when both objects are in line. Transit bearings are marked as . a d ae Me CLEARING LINE: A clearing line is a line drawn through two conspicuous objects on the charts such as two light houses or towers. A vessel has to be kept outside of this line in order to clear some danger. The two conspicuous objects as stated above will be called as clearing marks. CLEARING BEARING: When clearing lines are not shown on the chart, a conspicuous object is selected and a bearing leading clear of the danger laid off from it. A vessel kept on this bearing will then pass clear off the danger. COCKED HAT: If three or more bearings are taken of shore objects, they may either cut at ‘one point or make a cocked hat. A doubt thus arises on the fix. For example, if the light4 houses A, B and C give three bearings and when plotted as in the figure A2, a cocked hat is formed, Let the vessel be steering a course of 100° T. The cocked hat may be formed because of : Incorrect compass error, compass error being wrongly applied, manual error in taking the bearings, incorrectly plotted positions of light houses etc. If the cocked hat is small, as in the figure Al, the ship’s position generally is taken as the centre. If the cocked hat is large, the reason for the cocked hat is to be analyzed, If repeated bearings still give a large cocked hat, or if there is no time to check the bearings, assume the vessel to be in that part of the cocked hat which puts the vessel in greatest danger. Ac in the figure A2, when the-vessel steers a course of 100°T, position P is to be taken as it put the vessel in greatest danger. In chart work, unlike Practical Navigation, the cocked hat is not resolved, Fig, Al Fig. A2 ISOGONIC LINES: The admiralty publishes a chart entitled ‘Magnetic variation and annual rates of change’. In this chart, the lines or curves joining places of equal variation are drawn which are called isogonic lines. Rate of change of variation is also shown. The correct variation for any position can be obtained from this chart. If the variation obtained from the navigational chart does not match with the variation obtained from Magnetic variation chart, we accept the one obtained from the latter. LOCAL MAGNETIC ANOMALY: At some positions at sea, there is sudden change in the variation of the compass due to the abnormal magnetism present below the surface of the Earth. The difference in Gyro and Magnetic course increases when passing on these positions. There is warning to this effect on the chart ie. Local Magnetic Anomaly + 5°, It is also given in the sailing directions. LATTICE CHARTS: These are normal navigational charts on which the pattern of lines is superimposed. The pattern is called a grid or a lattice. Admiralty lattice charts bear the prefix L. These charts bear the same number as the basic chart from which they are prepared, The charts are issued as fully navigational and are corrected from Weekly ‘Admiralty Notices to Mariners, The chart number is prefixed by L meaning latticed, followed by a bracket containing a reference to the appropriate hyperbolic system. In case5 of Decca, the bracket contains D. in case of Loran the bracket contains L and in case of Omega the bracket contains OMEGA. L (D6) 2575 L(L-C) 245 L (OMEGA) 245 CHART CORRECTION: Without correction, a chart is as good as not having it on board. It is therefore necessary to keep all charts on board, fully corrected and up-to-date with the help of weekly notices to Mariners. After the corrections are done, same is to be recorded in the Chart Correction Log maintained by the navigating officer: The following is an example of a Notice to Mariners: *150 AFRICA, West Coast ~ Ivory Coast ~ Yobua Rocks — Stranded wreck. A stranded wreck, P.A., is to be inserted ‘in position 4° 21.0° N, 7° 28.7°W. Note: This is the wreck of the M.V.Med Explorer (9826 GRT) Charts [Last Correction] — 1980 [2845/81] 1365 { New edition, 2/12/83} Lloyds List (H.3332/76). The’star (*) means that the notice is based on original information. TRIANGULATION: It is marked as /A\ _. It is the survey process in which the distances on the far side can be established by solving the constructed triangle (triangulation) . The ideal triangle (strongest) is one having angles close to 60° (equilateral) although angles as small as 20° may be acceptable. The base line and a minimum of two angles are measured so that the missing distance can be calculated, The third angle on the far side should also be measured to check the mistakes and reduce the errors. Each angle is measured precisely by using a Theodolite. Triangulation allows the quick check of simply summing the triangle angles to 180°, BENCH MARK: It is marked as BM’ _. It is a permanent point of known elevation. Bench marks are established using precise levelling techniques and instrumentation. Bench marks are Bronze discs or plugs set in to vertical wall faces. It is important that the bench mark be placed in a structure that has substantial footings. Benchmark elevations and locations are published by state, port or municipal agencies and are available to surveyors. Temporary Bench Mark (TBM% _) is a semi-permanent point of known elevation. TBM can be a nail in the root of a tree or top comers of concrete head walls. The elevations of TBMs are not normally published. : Bench Marks located on Jetty walls can be used to take water levels regularly to decide on Lowest Astronomical Tide, Mean High Water Springs etc. by looking at the records of many years. CHART INSET: Sometimes it is not possible to show apart of the chart in detail. A square or rectangular border is made covering that area and same is magnified at some other location on the chart which is not being used for navigation. It is called Chart Inset. For example, on chart no. 5072, FALSTERBO TO OLAND, there is a chart inset for the port of YSTAD.6 SOURCE DATA: On all modem charts, Source Data inset is placed in a convenient location indicating source of hydrographic information used in the construction of the chart. Source data includes year, name of the agency and scale of hydrographic survey of each section of the chart. NEW CHART : A chart which is published for the first time is called a new chart. It is shown in the notices to mariners. The date of publication of the chart is shown in the middle out side the bottom margin of the chart. GNOMONIC CHART : Itis a great circle chart and has following uses: 1. Itcan be used for great circle sailing. 2. It can be used for polar navigation in high latitudes. 3. It can be used to show large scale plans of approach to harbors. NEW DANGERS : It is used to describe the newly discovered hazards which are not yet shown an any of the nautical publications. ‘The examples of New Dangers can be : sand banks, rocks, wrecks etc. The markings of new dangers is done as per [ALA buoyage system and has at least one of the marks duplicated, ‘The duplicate mark can be identical to its partner and may carry a RACON giving morse D. The signal length is one nautical mile on radar display. The duplicate mark may be removed when the relevant authority is satisfied that the information has been sufficiently promulgated. ADMIRALTY NOTICES TO MARINERS : Published by British Admirality or Indian Hydrographic department or some other Government who has published the relevant charts. Before commencing the voyage, it is Master’s responsibility to ensure that all charts to be used are corrected to the latest admiralty notices. A. Weekly notices to mariner : There are 52 issues of it and numbered consecutively. Each weekly notice comprises of 6 sections, (i) Index to notices to mariners and explanation. (ii) Notices to mariners for correction of charts, This section covers navigational charts, notices including temporary (T) and preliminary (P) notices for that week. The last weekly notice of each month will also list T and P notices which are in force. Any new editions of charts, new publications like sailing direction or list of lights etc. are also mentioned. (iii) Navigational warnings are re-printed in this part, All warnings which are in force find a place in the first weekly notice of each year. Lists of NAVAREA, HYPROLANT, HYDRPAC messages are also covered. (iv) Here all the corrections affecting Admiralty sailing directions are given. A cumulative list of correction which are in fore are published on a monthly basis. (v) This section covers all corrections for list of lights and fog signals. (vi) This section contains correction to admiralty list of radio signals.a CUMULATIVE LIST OF ADMIRALTY NOTICES TO MARINERS It is published every 6 months in December and June. It contains Serial Nos. of all permanent notices published in last 2 years. This helps in checking your chart weather it is corrected to all notices or not. The chart numbers affected by these notices are also mentioned. ANNUAL SUMMARY UF ADMIRALTY NOTICE TO MARINERS. It is published at the beginning of each year. The following are its contents. 1, All T & P notices affecting sailing direction which are in force at the end of the previous year. , Information on tidal surges. Distress procedure and marine operation with aircraft. ‘Master’s Actions in case of collision. Submarine indicator buoys, The works of coast guard, The royal nautical life boat institution, . Off shore installations — positions and safety zones. PAIAAS YN CHART CORRECTION : The weekly notices to mariners is the main source of chart correction. The chart folio, chart correction log, scissors, chart correction pens, parallel ruler, divider etc. are other accessories. The T and P notices are corrected in pencil. The cumulative notices to mariners is also to be consulted. The chart correction log is published by the hydrographic department. It contains summery of correction sheets for the corrections which affect each chart folio. The charts are listed in numerical order and ‘relevant notices are also listed. BLOCK CORRECTION : Sometimes an area on a chart may have many contents. It may be easier to cut and paste a part of the chart than to correct it. Some distortion may be expected when pasting the block on the chart. TRACING PAPER CORRECTION : It is a modern method of chart correction which is being used extensively. In this method precise correction can be transferred from a tracing directly onto the chart. The latitudes, longitudes, buoys and beacons, light houses etc are all plotted on the tracing paper. The tracing paper is put on the chart, the corrections are pressed with a pen / pencil, which leaves a mark on the chart and correction, is done on the spot on the chart. It is easier to do the chart correction this way. ICE BLINK : It is observed in areas when sea ice is present and visibility is clear in day time. There will be a yellowish haze just before the ice is detected. If sky is overcast, a white glaze may be scen instead, The ice blinks are pre indication of ice and thus distortion of course may be considered to avoid the ice. CURRENT ROSE. It indicates how variable the ocean current is in the area covered by the chart.Figure : 0 S=les per day -\ =, OQ 13-24 Mile per day cera x 25-48 mile per day —> 49-71 mile per day T2imileS per day The figure in the rose represents the total number of observation. The lower figure represents the % frequency of currents, having a rate of less than % knots. All'the current observations are noted and a graphical presentation is made in the form of current rose charts. To plot the observed data, the compass is divided into 16 equal sectors. The number of observed current sets within the limits of each sector are noted. This number is then expressed as a % frequency of total number of observations. The obtained current yalue is used to determine the length and thickness of arrow which is constructed in the middle of the sector. WIND ROSES : These are shown.on the routing charts in pale red color. Arrows fly with the wind and their length indicates % frequency on a given scale (5% to 50%) from the arrow head to circle is 5 % and provides a ready means of estimating the % frequency. The upper figure inside the circle gives the number of observations; the middle figure gives % frequency of various winds while the lower figure gives the number of observed columns. 1.3 4 526 ‘Wind Force Arrow (Wind force indicated by arrow thickness) Wind Rose with arrow representationHINTS ON THE USE OF CHARTS Always use the largest scale chart available 2. Check the variation when you change over to the new chart 3. Whenever measuting distance, use the nearest Latitude Scale, 4, Always use 2B pencils for plotting bearings / courses as they are easy to be erased, 5.* Whenever a chart is changed to another, try to take ship’s position as soon as possible. 6. Always use a soft eraser. 7. Always check the sounding being used on the chart i.e. metric of fathoms. 8. Must check the warnings and /or instructions given under the chart title. 9. Always use a bearing and distance of some common point when transferring a position from one chart to another,CHANGING OF COURSES VARIATION : It is the angle between true and magnetic north. Variation is due to the magnetism present below the surface of the Earth, It is either East or West. The thumb rule to change magnetic to true or visa-versa: “Variation East, magnetic least, variation West, magnetic best.” Variation may be directly given or it may be picked up from the chart. If it is given as ; var.5° W (1978) decreasing 3? annually. In year 1998 the variation is 5° — (98- 78 =20)x 3? =4W. . Instead of picking up variation from the chart in use , the magnetic variation chart can be used. It covers a large area and shows ‘‘isogonic’ lines (Lines joining points of equal variation), It gives more updated information regarding variation. Below the Earth’s surface there is sudden change in the magnetism and consequently in variation. It is known as local magnetic anomaly. It is given on the chart as well as in the sailing direction, TN MN Var "© y, Course DEVIATION: It is due to the magnetism present in the ship due to steel structure, It may be also contributed by the cargo on board. It is the angle between magnetic and compass north, measured East or West. To change from magnetic to compass and visa-versa, the thumb rule used is: “Deviation East compass least, deviation West compass best”. The ship is swung and deviations are worked out at least once a year. It is displayed either in a tabular form or a graph in chart room, CN Dev Courseul COMPASS ERROR: The combination of variation and deviation is known as compass error, If the variation and deviation are of the same name, the compass error is the sum and named same. If the variation and deviation are of different names, the compass error is the difference and named as higher of the two. Therefore, the compass error is the angle between true and compass North. The thumb rule to change from compass to true or visa- versa is: Error East, compass least, error West, compass best. TN CN CE, Course Having defined variation, deviation and compass error, using deviation table no.1 given at the end of this book and variation as 4° E. a) Change 165° compass to true Variation = 4°E Deviation = 0.2° W C.Eror = 3.8°E 165°C = :168.8°T b) Change 043°T to compass | Course = 043°T Variation = 4°E Course 039°M. Deviation = 10,1°W Course = 049.1°C GYRO COURSES: Gyro courses can be changed to true and visa-versa by using gyro error. If the gyro error is low, it is to be added to gyro course to get the true course. If it is high, it is to be subtracted from the gyro course to get the true course. Course = 120°G Gyro error ou Course = 122°TDEVIATION TABLES / CURVES At any stage of the sea passage, we must know the compass error to steer vessel, if required, on magnetic compass. The compass error is the combination of Deviation & variation. Variation is obtained by variation curves or isogonic lines as marked on the chart. The Deviation must be also known to find out the compass error. The Deviation is dependent on ship’s head & should be found out by swinging the ship. On every 10° ships head by compass, the Deviation is obtained and cither put in a tabular form or made in a curve. This Deviation table / curve is displayed in the chart room for easy reference. Procedure For Swinging The Ship & Finding Deviation: The vessel is normally swung once a year to find deviation. It is to be done by a professional compass adjuster. In coastal waters a transit of fixed objects is selected about 7 to 8 miles away. The reason is that from 7 — 8 miles distance, even when the vessel is swinging, these objects remain in transit. At every.10° interval of compass head i.e. 000°, 010°, 020°, 030° ---350° when the. vessel is being swung, the transit compass bearing is taken. The magnetic bearing of the transit is then worked out as follows: sum of all transit compass bearings as taken above Magnetic bearing = ‘Numbor of bearings (36) Now the difference between each compass bearing & the magnetic bearing is worked out which is the Deviation on that ship’s head by compass. The Deviation is BAST if compass is Least. The Deviation is WEST if compass is Best. At sea we do not have transit bearings. We take the compass Azimuth of a heavenly body on different ship’s head (36 observations). In this case the GMT is also noted for every compass Azimuth. The GMT is used to find GHA & Decl of the heavenly body and consequently the true Azimuth, The difference of compass Azimuth & true azimuth gives the compass error on that ship’s head, When variation is applied to compass error we © get the Deviation on different ship’s heads. Table / curve is then made.13 METHODS OF FINDING THE SHIP’S POSITION POSITION LINE: As the name implies, a position line is simply a line drawn on a chart somewhere on which the vessel is situated. Position line may-be obtained in a variety of ways and may be either short straight lines or part of a celestial position circle. The following methods give a position line: Visual or radar bearing of a light, D.F.bearing, transit bearing, astronomical observations, a line of sounding, an automatic Navigation System etc. POSITION CIRCLE: It is an arc of a circle on which the vessel is situated. The following methods give the position circle: Radar range of a light or a point of land, vertical sextant angle, horizontal: sextant angle, raising/ dipping or first sighting / last sighting’a light etc. FIX: When two position lines or circles or one position line and one position circle intersect, the position of the vessel is said to be fixed. It is also called an observed position denoted by a smnall circle and a dot inside O. DEAD RECKONING (D.R.) POSITION: Considering only the true course steered and cutting run of the vessel for some interval of time at the engine speed, the D.R. position is obtained. It is denoted by a cross *X’. : ESTIMATED POSITION: When we allow the estimated effect of wind and current on the ship’s track for some interval of time at the rate of engine speed, we have an estimated position denoted by EP. ‘When the estimation of wind effect (leeway) and current is correct, the estimated and observed positions match. 1600 EP. 1600 NB. The bearing of a light house, although actually a small part of the arc of a great circle, may be plotted as a short straight line and is a position line.14 DOUBLING THE ANGLE AT THE BOW When there is only one light and nothing else available, the time is noted wheni the light is 6° on the bow. The time is noted again when it is 2 6°. As it can be seen from the figure, LA and LB are two bearings of the light when angle at the bow is doubled frown 6° to 20°. XY is the course steered by the vessel. Since angle LBY is exterior angle of the triangle LAB, angle LBY =angle LAB + angle ALB Therefore angle ALB = 26° - 6° = 6°. Thus side AB = side LB = run of the vessel during that interval. The bearing and distance of light being known at the time of second observat:on, position of the vessel can be plotted. - FOUR POINT BEARING One point is 11.25°. Four points will be 90°. We take the time when the light is 45° on the bow, and again when it is 90° ie. abeam. As per the principle of ‘doubling the angle at the bow’ the run between the observations will be equal to the beam distance. The beam bearing and distance being known, we can plot the position of the vessel. See the figure given below. Beam Distance th 90° Mostly, the vessel is closest to the danger when abeam to the light, and it is the time when position is obtained by four point bearing method. Thus, there is nothing that can be done about it and this method is disadvantageous. The problem is overcome by special angles given below.SPECIAL ANGLES Let XY be course steered. At 0800 hours, at point P, the light is observed to be 6° on the bow. At 0845 hours, at point Q, the same light was $° on the bow. PQ is the run of the vessel in that interval, LR is the distance off the light when the vessel will be abeam later. Let QR be x. By trigonometry: run+x mun x CoO = Beamdistince ~ Beamdisance * Beamdistance o x Cotg = ——~—__ a $ Beamdistance @ Substituting the value of Cot $ in equation 1, we get Cot Bands + Cot¢ run Or Coté —Cot¢ = ———— F COG Cog = Fe alstance If 6 & ¢ are. chosen in such a way that Cot 6 - Cot ¢ = 1, Then, 1 = ——"2 __ 0, ran = Beamdistance : Beamdistance Such set of angles are called special angles. One such example of special angles is 35° & 67°, Another example is 37° & 72°, In this method , as the vessel is at Q, the anticipated beam distance can be worked out and consequently the position of the vessel. Thus, if the vessel is passing too close to the danger, the course could be altered while the vessel is at Q. Thus, special angle method is more advantageous over the four point bearing method.HORIZONTAL SEXTANT ANGLES It is the angle subtend on the vessel by two shore objects e.g. light houses, towers etc. As the name suggests, it is observed by holding the sextant horizontally, moving the arm so that the reflected image of one light house is seen on the second light house. The angle is then measured which is known as horizontal sextant angle. In case the compass error or ship's head is unknown , we can take compass bearings of the same light houses and the difference will also be the horizontal sextant angle between. them. ‘Whatever may be the method , once the horizontal sextant angle between two light houses is obtained, we can get the position circle by the following procedure : (1) Horizontal sextant angle ‘6’ < 90° : ‘As shown in the figure below, join up the two lights, make an angle of 90 - 6° from each of the lights towards the sea on the line joining them, taking intersection of these two lines as centre and distance to one of the lights as radius, draw the circle towards the sea This circle is the circle of position. WHY? Taking lights as ‘A’ and ‘B’, the segment ASB makes an angle of 180-2x (90-8) = 20° at the centre. And it is the property of a circle that the angle made by any segment at the centre is double the angle made at any point at the rest of the segment. Therefore, the angle made by the two lights is 0° (26° /2) at the segment AS'B, Therefore AS'B is the position circle of the ship. ’ If we have one position circle by lights A & B and another position circle by lights B & C, the intersection of both these position circles will give the position of the vessel. Using parallel ruler and compass rose we can find now true bearings of lights A B & C. The compass bearings may be already given. The difference in true and compass bearings will give the compass error. By taking average of all 3 compass exrors obtained by 3 lights, we have more accurate compass error.If we have to steer certain true course from abave position ‘P’ obtained by horizontal sextant angles, do not use the compass error obtained by above method to change true to compass course, Use a new compass error obtained by variation and deviation. Also it is to be noted that in case’of isolated objects in the sea e.g, light vessels, the sea ward or land ward side will be decided by the clue given by the other position cirole or position line. (2) Horizontal sextant angle >90": Join the two lights. Make an angle of 6 -90° from each light towards land on the line joining the two lights, With intersection as centre and the distance to one of the lights as radius, draw the circle towards the sea. It is the position circle. See the figure given below. (3) Horizontal sextant angle 0=90": Join the two lights . Find the mid point M by geometrical construction, With M as centre and half the distance between them as radius, draw the circle towards the sea, It is position circle. See the figure given below. PY(4) Horizontal sextant angle 0= 180°: If the horizontal sextant angle between A & B is 180° we can also say that A is on the reciprocal bearing of B. We then do not have a position circle but a position line by joining the two lights. The vessel is somewhere on this line between the two lights. See the figure given below. Posttiow Ue (5) Horizontal sextant angle 0= 0": It can also be said that the two lights are in transit, Join the two lights. We again have a position line. The yessel lies somewhere on this line outside AB as shown in the figure given below. ‘The compass error can be readily obtained by this method by comparing true bearing from the chart and compass bearing: SF Se sy ADVANTAGES OF HORIZONTAL SEXTANT ANGLE METHOD OF POSITION FIXING: (1) Even if the compass error is unknown, the position of the vessel can be obtained by taking compass bearings of the two lights. (2) You need not to be on the bridge. The horizontal sextant angle can be obtained from any part of the ship i.e. forecastle by using sextant. DISADVANTAGES: (1) The three lights chosen should be well separated in order to have a good fix. A separation of about 60° is ideal. (2) If the third light lies on the position circle obtained by first two lights, we will not have a position as there will be no intersection.ANALYS Let us say { and light he cocked hat analyse this 16, 17 is in: described as ° Take the pe: intersecting £ With g.as ce: the position o Both the me* give the samc The true posi @, & 63 are ti The distances. 19 2F COCKED HAT FORMED BY COMPASS BEARINGS : 2ompass bearings of light house (A) is 340° (c), light house (B) is 001° (c) (c) is 089° (C). When the compass bearings are plotted as such, we get the c shown by shaded area. To find the position of the vessel we have to -ked hat, Actually what method we have previously described on pages 15, ‘d the analysis of cocked hat by one method. The other method can be lows : adicular bisector of Aa ie. Dd and perpendicular bisector of Ba ie. Ee at f. With fas centre and fA as radius draw the circle passing from (A) (B) ocedure is adopted for light. house (B) & (C) where compass bearings are . The pérpendicular bisector of Bb and Cb is to be plotted intersecting at g. 2 and Bg as radius draw another circle cutting the first circle at ‘X’. ‘X’ is ae vessel after analysing the cocked hat, 4s, the one described earlier and this one, are principly correct and should »sition: 1 5X’, it is seen, lies outside the triangle abc. If € is the compass error, 0, agles between the bearings A and B, B & C and C & A respectively then: ax = GAB Sin 6, bx = €BC Sin 6, ex = ECA Sin 63 3, BC & CA can be taken from the chart.20 VERTICAL SEXTANT ANGLE It is the angle subtended at the vessel by a light house or an object ashore. The sextant is held vertically, the top of the light house is brought to the foot of it by the sextant and the angle is measured. The following are the uses of vertical sextant angle: (1) To get the distance off a light house: The distance off a light house is calculated by the following formula : Height of the light house in meters x 1.854 Distance off in nautical miles = ‘Vertical Sextant Angle (VSA) in minutes It is to be noted that the height of the light house used is the height of the light house given on the chart plus/minus the difference of Mean High Water Springs (MHWS) and the present level of water. If the present water level has fallen 2 meters below MHWS and the charted height of the light house is 30 meters, the effective height of the light house is 32 meters. If the present water level has risen 2 meters above MHWS, the effective height would be 28 meters. The VSA used here is obtained by applying index error to the sextant angle obtained and then changing it in to minutes. As we can see, there is no correction applied here for height of eye because the distance obtained by this formula is always slightly less than the actual and it puts the vessel on the safer side. (2) To avoid certain danger As shown in the figure below, a course is plotted passing a light L three miles off in normal weather conditions. As the vessel came closer, the weather picked up and thé vessel started setting towards the light house. It was then decided to pass the light at least 10 miles off. By using the above formula given in (1), taking distance off as 10 miles, the height of the light as per chart, we can work out the VSA and walking reverse way, the sextant angle can be calculated which is termed as ‘vertical danger angle’. This anglé. is being used to avoid a danger. The angle is set on the sextant and as soon as the Veésel arrives at position X, the vessel starts altering course, keeping the sextant angle constant. As long as this angle is kept constant vessel would be-passing minimum 10 miles off and sailing.on an Arc X Y Z. As soon as the vessel arrives at Z , the course is altered back again as shown in the figure as a straight line. To work out the distance sailed on the arc, the following formula is to be used: 6 Dist: sailed on a in 2.m=>> lance S¢ in arc in 373Where r is the distanc light in degrees as shox Ao USE OF SINGLE Sometimes only one pos‘ or a position line obtaine In absence of any other i certain danger or pass a! The situation can be disc: (A) Course steered given. Let the bearing of light h: on the port side, As shown in the figure, t. with light as the centre « (preferably closest to D/R line at ‘Q' when the cour which the given course i= 2 ~the light in nautical miles i.e. 10 n.m., 0 is the angle made at the the figure. OSITION LINE 1line is available i.e. bearing of a light house or a D:F. bearing ’ celestial observations. mation, the above position line may be fruitfully used to avoid few miles off. d under the following headings:~ ‘current or leeway exists.- 2L be 125° T and suppose the light L’ is to be passed 5 n m. off given position line is transferred tangential to the circle drawn 5 nm, as radius, From any point ‘P’ on the original bearing saw the course being steered. It will cut the transferred position 3 to be altered. PQ + Eng.speed will be the time interval after ¢ altered. The next course will be the bearing line itself.- 2 (B) Course steered not given, no current or leeway exists: In that case, after the bearing line is transferred tangential to the circle, from the point ‘P’ closest to D.R., draw a course’ perpendicular to the P/L . It will cut the transferred line at point ‘Q’ when the course will be altered The next course will be the bearing line itself. P Instead of bearing of a light house or a DF. bearing, the celestial position line may be given which is to: be best used to pass a light house few n.m. off on say, port side. In that case, draw the first course perpendicular to the P/L, from any point ‘P’ closest to D/R . In case the P/L was obtained by Intercept method and it was towards as shown in the figure, the first course would be the Azimuth of the heavenly body itself. The second course would be the PIL. BADR be (C) Course steered given, wind northerly causing a leeway of 5° , current setting 090° () @2-knots. From any point ‘P’ on the bearing line draw the course being steered. Allow the leeway and. the given current to obtain CMG & SMG . The distance made good + SMG will give the time interval when to alter the given course. The next course to be made good is the transferred tangential line itself. To find the CTS, counteract the given current first, then the leeway. . wind allowing23 (D) Course steered not given, Wind northerly causing a leeway of 5°, current setting 090° (1) @ 2 knots: In this-case, as the course steered is not given, it is customary to go perpendicular to the bearing line which will be treated as CMG. To find the first CTS, counteract the current first and then the leeway. The second CMG will be the transferred P / L and to obtain the CTS counteract again the given current and leeway. COUNTERACTING+24 ALLOWING FOR CURRENT AND LEEWAY Leeway is the effect of wind on the ship's track, The direction of the wind is the direction from where it is coming and leeway is the amount by which the ship's track gets deflected. Likewise the current is indicated by its set and rate. The set is the ceheia towards which the current is going at the rate indicated. Both these factors affect the ship's track. By course steered we have a new Course Made Good (CMG) under the effect of these factors, Suppose the course steered is 090° (T), engine speed is 12 knots, Wind is northerly causing a leeway of 5°, current setting 180° @ 2 knots. For allowing, allow the leeway first then the current. From the given position P draw the course 090° allow the leeway and plot the leeway track 095° (T). Cut off PQ one hour run, 12’, on it. From Q draw the set 180° (T) and cut QR, 2’, on it. R is the estimated position of the vessel after one hour. PR is the course made good (CMG) and speed made good (SMG) of the vessel. : ny winds Course steered 2 Leeway Track GQ ern COUNTERACTING FOR CURRENT AND LEEWAY Counteracting is the reverse process of allowing. In other words, the course made good is given and we have to find the Course to steer (CTS), The CMG may be given directly or from.a given position, we have to pass few miles off. In the latter’s case a tangent drawn from the given position will be the CMG. To counteract, counteract the current first then the leeway. From the given position P draw the CMG. Draw the set and cut off PQ, drift for one hour. With Q as the centre and one hour run of the vessel as the radius, cut an arc QR on the CMG. It is the course to steer to counteract the current. If the wind is from North, leeway 5°, we have to go 5° more towards the wind to counteract the wind. Thus QS is the required course to steer, CTS. y Nily wind cl25 ACTUAL SET AND DRIFT OF THE CURRENT It can be worked under the following groups: (1) CTS'090° (T), Engine speed 12 knots, Wind Northerly causing a leeway of 5°, Estimated current setting 180° (T) @ 2 knots, initial position P and observed position R after 2 hours is given. Find the actual set and drift of the current. From position P draw the course 090° (T). Allow the effect of wind and draw PQ as the leeway track indicating two hours run i.e. 24’. Q is the Estimated Position. Join QR which is the actual set and drift of the current. . v Niy Wind coway Track 24 Q E/P N.B. Here the information of estimated current is not used, (2) CTS not given. Engine speed 12 knots, Wind N'ly causing a leeway of 5°. Estimated current 180° (T)@ 2 knots. Initial position P is given, The intended track is 090° (T), Observed position R after two hours is given. Find the actual set and drift of the current, From the given position P, draw the intended track. Counteract the given current and leeway to find the course vessel was steering. Transfer the CTS from P and allow the leeway to get the leeway track. On leeway track cut PQ as two hours run i.e.24’, It is the Estimated position after two hours. The observed position R after two hours is given. QR is the actual set and drift of the current. y Niy wind crs, Leeway Track Intended26 RUNNING FIX Without current and leeway: This method can be used to find the ship's position if only one light is seen and the course steered and Engine speed are known, Suppose two bearings are taken at 0830 and 0845 hours. Pick up any point ‘P’ on the first bearing, draw course steered from P and cut on it PQ equal to distance run by the vessel in that interval of 15 minutes. From Q transfer the first bearing cutting the second bearing at R which. is the position of the vessel at 0845 hours. From R.draw back course steered in reverse direction cutting first bearing at S which js the position of the vessel at 0830 hours. With Current and leeway: Choose any Point ‘P’ on the first bearing. Draw the course steered, allow the effect of leeway and cut the vessel's run in the interval on the leeway track (point Z). Draw the set of the current and cut the drift on it (point Q). ‘Transfer the first bearing through Q. It cuts the second bearing at point ‘R’ which is the position of the vessel at time of second observation, PQ is the CMG. From position R draw back the CMG and it cuts the first ee at point ‘S’ which is the position of the vessel at the time of first observation. Running fix, thus, is nothing but the transfer of position line. The same principle is to be used everywhere in coastal & practical navigation. Itcan also be used when one beating of one light house is given and at some interval the bearing of another light is given. We can then call it the transfer of position line.27 THREE POINT BEARINGS In this method, bearings of the same light are taken at three different points or occasions, The advantage of three point bearings is that we get the direction of course made good by simple construction as given below: As shown in the figure below, ‘L’ is the Light of which three bearings are taken at three different times i.e. at 0800, 0830 and 0845 hours. From the light draw a line perpendicular to the second bearing, Taking the time interval as the ratio in case the vessel's speed has been constant or distance run as the ratio if the speed has been changing, cut on the drawn line the two points M and N as shown in the figure. From M and N draw parallel lines to the middle bearing cutting the first and last bearings at P and Q respectively. PQ is the direction of CMG. 0830 The three point bearing method gives the direction of course made good (CMG). It is not the actual track of the vessel. But it can be used to find the vessel's position. Out of the following four parameters, if any three are known, we can find out the unknown parameter and the position of the vessel at three occasions: 1.C.T.S. 2. Engine speed 3. Set of the current 4, Rate of the current, If all the above parameters are known , we should not use the three point bearing method to find the vessel's position. Instead of it, we can use the running fix method. CASE I.: CTS, ENGINE SPEED AND SET KNOWN, RATE UNKNOWN: Use the normal procedure to find CMG as explained earlier. Let PQ be the CMG. From any point on the first bearing, say P, draw the CTS. Let the three bearings be at 0800, 0830 & 0845 hours respectively. On the CTS cut PR as the run of the vessel in 45 minutes interval. From R draw the set cutting the CMG at S, RS-is the drift of the current in 45 minutes so rate can be worked out. From S transfer the first bearing cutting the third bearing at T which is the position of the vessel at 0845 hours. From T draw back the CMG cutting the first bearing at T’ which is the position of the vessel at 0800 hours.28 CASE 2: CTS, ENGINE SPEED, RATE KNOWN, SET UNKNOWN: Use the normal procedure to find CMG as éxplained earlier. From any point‘on the first bearing, say P, draw the CTS, cut QR as the run for 45 minutes. With R as the centre and 45 minutes drift'as the radius, cut CMG with an arc RS. RS is the set of the current. From S shift the first bearing cutting the third bearing at T which is the-position of the vessel at 0845 hours, Draw back the CMG from T cutting the first bearing at T’ which is the position. at 0800 hours. CASE 3: SET , RATE AND CTS KNOWN, ENGINE SPEED UNKNOWN: Use the normal procedure to find CMG as explained earlier. From any point on the first bearing, say P, draw the set and cut PR on it as the draft for 45 minutes. From R draw the CTS cutting the CMG at S. RS is the run of the vessel in 45 minutes time so the engine speed can be worked out . From S transfer the first bearing cutting the third bearing at T which is the position of the vessel at 0845 hours. From T, draw back the CMG cutting the first bearing at T’ which is the position at 0800 hours.29 CASE 4: SET RATE AND ENGINE SPEED KNOWN, CTS UNKNOWN: Use the normal procedure to find CMG as explained earlier. From any point on the first bearing, say P, draw the set and cut PR on it as drift for'45 minutes. With R as centre and RS, the distance ruri by the vessel in 45 minutes as radius draw an aro cutting the CMG at S, RS is the CTS. From S transfer the first bearing cutting the third bearing at T which is the position at 0845 hours, From, T, draw back CMG cutting the first bearing at T' which is the position at 0800 hours, N.B, 1) Sometimes, two bearings fall on one side and third bearing on the other side of the perpendicular line to the second bearing. In that case, after cutting the ratios, draw the parallel lines cutting the first and third bearings at U and V respectively as shown in the figure below. UV is the CMG. 2) In three point bearing problems, sometimes the observed position of the vessel at the time of first , second or third bearing is given. After finding out CMG by usual method, draw the CMG from the given observed position. Where it cuts the other two bearings, that becomes the positions at other times. 3) Sometimes the run by the engine from first to second bearing and from second to third bearing is given. The ratio of these runs is to be taken.30 FINDING POSITION AND RATE OF THE CURRENT GIVEN, SET, COURSE STEERED, ENGINE SPEED & TIME OF A/Co. Suppose the vessel is at point ‘A’ at 0900 hrs. She steers various courses as shown below at 12 knots altering courses at times mentioned below. At the end of the run, the bearing of a light ‘B’ (310°T) is given. The set of the current is 000°(T). ‘We have to find the rate of current and position of the vessel at the end of the run @ 1010 hrs, As shown in the figure, the set, 000°(T) in this case, is plotted from ‘d’ cutting the bearing line of lighthouse ‘B’ at ‘e’. ‘e’ is the position of the vessel at 1010 hrs. ‘de’ is the drift for 1 hr 10 min and therefore the rate of the current can be calculated,31 RADAR PLOTTING IN CHARTWORK Sometimes , radar plotting problems may be asked in’Chartwork. The bearings and ranges of a target at three different times may not be given but the own ship’s course (090° T and speed (12 knots), target -vessel’s course (120° T ) and speed (10 knots) as well as the position of the target vessel with respect to our own vessel (18’ North of own vessel) may be given. We have to find the Closest Point of Approach (CPA) distance. Since no plotting sheet is provide 3, we have to use the compass rose given on the chart. Refer to the figure given below: Own ship at centre Put own ship at the centre of the compass rose, Put © 18” due North of own ship. It is the target vessel. From ‘O” draw OW. opposite to our own course and cut off OW = 12° (one hour run) . From W draw WA as the target’s course and cut 10° (one hour run of the target) on it. Join OA & extend further. Put perpendicular from own ship on OA line. The perpendicular distance is the CPA.32 RENDEZVOUZ PROBLEMS Sometimes it may be necessary to rendezvouz a vessel in distress at sea to give her assistance of any kind. You may have to use your full speed to reach the vessel, Example ; Own vessel in position 50° 20°N, 003°-20°W observes target vessel bearing 045° (T) at 13-n.m. The target vessel is steady at 270° (T) at 10 knots and needs immediate help. The maximum speed of own vessel is 15 knots. Find: (i) The course to steer by own vessel to have an earliest rendezvouz. (ii) Position of rendezvouz, (iii) Time taken for the rendezvouz. Solution :33 PROCEDURE : A is the position of our own vessel. B is the position of target vessel which is bearing 045° (T) X 13” from A. From B draw the course 270° T (Target vessel’s course) and cut BC 10’ on it, From C take 15’ arc and cut CD on BA extended. From A draw AE parallel to DC. AE is the course of own vessel 017° (T) which she has to steer to meet the target vessel at B. ANSWER : 1. 017° (T) 2. 50° 29.4°N 003° 15.8°W 3. Time taken 38 minutes. EXERCISE : 1. At 0600 hrs your vessel receives a distress message from a vessel bearing 015° (T) distance 100 nautical miles, The distress vessel has a cargo hold fire and is currently steering 050° (T) at twelve knots. Course and speed being adopted to suit the prevailing wind conditions. If your own ships maximum speed is 18 knots, what course must you steer to rendezvous with the target as soon as possible. What is your ETA at the rendezvous? 2. A medical emergency occurs aboard a target ship which bears 143° (T) at a distance of 175 nautical miles from you. The target ships course and speed are 280° (T) X 15 knots. Your vessel carries a doctor and has a maximum speed of 20 Knots. Both vessels are effected by a current setting 200° (T) at 2 knots. What course must your vessel steer to make the rendezvous in the shortest possible time. What will be the ETA of the rendezvous if the time is now 0800 hours? 3, You are requested to rendezvous and stand by another vessel which has been damaged by fire. The damaged vessel is heading for port on a course of 210° (T) at a speed of 6 knots. The radar bearing and range of this vessel from you is 115° (T) distance 16 miles. Your orders are to take up station on the damaged vessel 1 mile off her starboard quarter on a bearing of 135° relative to his ships head. Own vessels maximum speed is 14 knots. Obtain : (a) the course to steer to rendezvous. (b) the time taken to reach the on station position (c) the bearing at which you would expect to sight the vessel if the visibility is 5 miles. 4. Your vessel is in a position latitude 38° 40°S, longitude 120° 49° B, at 1600 hrs GMT, when a distress message is received. Your maximum speed is 14 knots and you are required to rendezvous with the distress in position attitude 37°. 48'S34 longitude 119° 33°E. Her course is WNW at 8.0 knots. Find the gyro course to steer to meet the rendezvous if your ships gyro compass has an error of 2° High. Allow 4° for leeway if a strong easterly wind is blowing. Find also the zone time of the rendezvous. ANSWERS : Ave . 037° (T), 2030 hrs. same day - 176° (T), 14 18 hrs, same day . 137° (T), 1.12 hrs, 123.5° (T) . 307° (G), 1246 hrs Z.T. next day.35, Tactical Problems ae required by own vessel as an escort to change position with respect to a: .woy. T problems can be solved graphically based on Principle of relative velocity. Example: A convoy is proceeding on 000° (T) at 6 knots. Own vessel is a scort tc above convoy and stationed 60° on stbd quarter 3’ off. Own vessel can hav :»maxi speed of 15 knots. It is required to reposition own vessel 3” on the convoy’s p ‘beam. ‘1 the course to steer by own vessel to do this and also find time to reach new po.” am. ie w Solution: 180° (T) x6 A is the steaming 000° (T) at 6 knots. Plot B 60° on stbd quarter 3’ off. Plot C -»port be: of A, 3° off. If we assume the current to be setting 180° (T) at 6 knots, the con may bs assumed to be stationary. Join B C, which then will be course to be made sad by ows vessel to reposition herself, To make good this course let us find the course to “zar. Exter‘ BC further. From B plot current 180° (T) & cut BD as drift of 6’. From D c. DE 15” extended BC, DE is the course to be steered by own vessel. BE is the cours:. sade go... The time to reach new position = BCx60 minutes, BE36 Example: From a ship steaming North, two beacons of equal heights were observed, one bearing North & the other East. Their vertical angles being 1° 40° and 1°19” respectively. Find the alteration of course necessary to pass mid way between them. FIGURE Mark a point C to be ship which is steering north. Draw angle NCA as 0° and angle NCB as 90°. As the distance from the light house increases, the vertical sextant angle decrease. The beacons A and B have the same height. By looking at the vertical sextant angle we can say that B is further away from C than A. Now DISTANCE fromA = Vertical sextant angle of B DISTANCE from B Vertical sextant angle of A = so+s =2 60 +40 100 Therefore the ratio of distance CA and CB is 79:100. cut CA 79 units and CB100 units, Also angle ACB =80 “. Tan A = 100_=1,26582 79 2 A =51,69°. Mis the mid point of A and B. Thus the ship has to move on track CM. Since angle ACB= 90° and Mis the midpoint of AB, MA=MC. It is because M is the Centre of the circle which passed from A, C&B. Thus angle ACM = angle CAM =51.69°.7 Thus vessel has to alter course to stbd by 51.69°, Example: A vessel A is12’ south of another vessel B. A steaming 030° at 12 knots and B steaming 120° (T) at 11 knots. Find the distance one will pass ahead of the other. FIGURE Track of A 7 Track of B Construction: Draw BA North South line12” long. Draw angle BAC 30° angle ABC 60°, C is the crossing point of these tracks, Since angle BAC + angle ABC =30°+60° =90°, Angle ACB is 90°, BC is the distance the ship B has to steam to reach at C. By using trigonometry BC BC 1 Sin30°=__ = = _ AB 12 2 12 Sey 5 2 AC AC Also Sin 60%= sos 12 AC= 12V3. = 63 =1039 238 Since B is to make only 6’ to reach C & A has to make 10.39” to reach C, B will reach C earlier and in that time let A reach to D on track AC. A’ DISTANCE A’s Speed Now o ——— | B’ DISTANCE B’s Speed Or AD 12 6 1 12x6 n or AD= = = 655° re i So, when B has reached C, A is still at D, DC miles off C. DC =AC- AD = 10.39-6.55 =3.84" Therefore B will pass 3.84’ ahead of A. ANSWER Example : A vessel sights a tower bearing 060° (T) and subtending a vertical sextant angle of 1°56’. After steaming for 4 miles the same tower bore 359°(T) and subtends vertical sextant angle of 1°34’. Find the course steered by the vessel. Construction :- C is the position of the tower ashore,™ From C draw CA on 240° bea’ and C CB as 60 +56 = 116 units and. 1 as 60: Distance of the first bearing vertics 179° bearing (Reverse of 060° & 359°), Cut =94 units on the same scale. It is because -xtant angle of the 2™ bearing 94 Distance of the second bearing _vertic. Join AB. The direction of AB‘ :he requ: extant angle onl" bearing «116 | course which is 129°35°(T)40 TRANSFER OF POSITION CIRCLE Position circles are obtained by following methods: 1) By radar distance 2) By raising / dipping or first sighting / last sighting a light 3) By vertical sextant angle 4) By horizontal sextant angle Whenever we have two position circles at interval by any of the above methods, the first position circle is transferred at the time of second position circle / position line and the intersection will be the position of the vessel at the time of second observation. We discuss the problem under two groups: CASE 1: WITHOUT ANY CURRENT AND LEEWAY: Suppose the first light house is at a radar range of 5 n.m. at 0800 hours and second light house is at a radar range of 6 n.m. at 0830 hours. CTS 090° (T), Engine speed 12 knots, We have to find the position of the vessel at 0800 and 0830 hours. From the centre of first position circle i.e. Light house L draw the CTS and cut off LM as distance run by the vessel in 30 minutes, From M., as centre and 5 n,m. as radius, draw the transferred position circle cutting the second position circle at Light house L’ with radius as 6 n.m. The intersection of these two circles at Q is the position of the vessel at 0830 hours. Draw back the course steered from Q cutting the first position circle at P so that PQ is equal to LM. P is the position at 0800 hours. bu > M de CASE 2 : WITH CURRENT AND LEEWAY: In addition to all the above information, suppose the wind is Northerly, causing a leeway of 5°, current setting 180° (T) at 2 knots. From light house L draw the CTS. Allow the effect of wind by drawing the leeway track at L. Cut LM 6 nm. on leeway track as the run in 30 minutes. Draw the set at M and cut drift MN of I n.m. . LN is the CMG and DMG in 30 minutes. With N as the centre and first radar range as radius, draw the transferred position circle. It cuts the second position41 circle at Q which is the position of the vessel at 0830 hours. From Q draw back CMG cutting the first circle at P which is the position of the vessel at 0800 hours. PQ will be equal to LN.42 VISIBILITY OF LIGHTS RAISING /DIPPING DISTANCE: By looking on the lights, the distance off can be worked out. With the light as centre and distance off as the radius, a position circle can be plotted. If we have another position circle or position line (i.e. bearing of the same light) intersection will give the position of the ship. In olden days, there was a concept of raising or dipping a light. Coming from the high seas, a track was kept on the light and as soon as the actual light was seen, the bearing was taken. The raising distance was worked out by calculating its geographical range given by the formula: — Raising/ Dipping distance (Geographical range) in nautical miles = 2.095VH_ + 2.095¥bh where H & h are the height of light and height of eye respectively in meters. The raising/dipping distance and bearing gave a fix. As we can see, the raising/dipping distance basically depended on H and h only. The meteorological visibility did not play any role, The position obtained by the above method did not match with actual position. The reasons were analysed and it was found that the meteorological visibility was not taken into account. [As per the figure given below, the raising/dipping distance could be found by using the formula: As the meteorological visibility did not play any role in it, it is to be ignored even if given. Once the light was said to be raised/dipped the distance was fixed as the geographical range.)43 FIRST SIGHTED / LAST SIGHTED DISTANCE It’s a new concept in the visibility of lights. It takes into account not only the height of light and height of eye, it also takes the meteorological visibility into account. The position obtained by this method of calculating distance and intersecting with the bearing of light was found.to be very accurate. We therefore do not raise or dip a light any more. We first sight / last sight-or first see/ last see a light. It is a more realistic term. To facilitate the calculation of first sighted / last sighted distance the following procedure is adopted: 1, Find the geographical range by the formula 2/095 Af + 2.095 vh. 2, Find the Luminous range of the. light by using, the luminous range diagram given in List of Lights or at the end of this book. This diagram is used for checking the luminous range: of light, The nominal range (maximum range at which a light can be seen in a meteorological visibility of 10 n.m.) seen from the chart, taking it against X axis on top, coming down vertically to meet the given meteorological visibility curve, going horizontally to the left and reading the Luminous range (maximum range at which a light can be seen in any given meteorological visibility). Compare 1 & 2 above and take the lesser of the two which would be first sighted / last sighted distance. For example, a light is first seen in a meteorological visibility of 5 miles. The specification of the light is: Gp.F1.(2) 10sec.25m 22M, Height of eye 10m. 1. Geographical Range 2,095 ¥25 + 2.095 V10=17.1-n.m. 2. By luminous range diagram , the luminous range = 12.8 n.m. 3. By comparing 1 & 2 above, first sighted distance = 12.8 n.m. al NB. Nominal range is actually Luminous range of the light when meteorological visibility is 10n.m. The Luminous range diagram can also be used to assess the meteorological visibility at any time by the following procedure: 1, The nominal range is picked up from the chart. 2. When the light is first sighted the radar range is taken which actually is the luminous range. 3. Taking Nominal Range on the X axis on top and Luminous range on the side on Y axis, the meteorological visibility can be ascertained.44 TO FIND THE CTS FROM A GIVEN POSITION TO HAVE A LIGHT ABEAM ON PORT OR STBD SIDE AFTER A GIVEN INTERVAL OF TIME. With engine speed given, find the run of the vessel in given interval of time. If the engine speed is 12 knots and the given interval of time is 10 minutes, run will be 2 n.m. Froma . given position P draw a circle of radius 2 n.m. From the given light L draw tangents to the drawn circle, touching it at A and B. Join P to A and B, If the course PA is steered, the vessel will have the light abeam on stbd side after 10 minutes. If the course PB is steered, the vessel will have the light abeam on port side after 10 minutes. FROM THE INITIAL POSITION HOW TO REACH A GIVEN POINT AFTER FEW HOURS COUNTERACTING.A KNOWN CURRENT. Join the initial position P with the given point Q, PQ is the course to be made good in, say, two hours, From P draw the set of the current and cut PR on it as drift for 2 hours. Join RQ which is the CTS. RQ +2 will give the engine speed required. face ° R N.B. The problem above has been solyed by assuming that the current is acting only on the vessel P and point Q is unaffected. by the current. If the point Q is the position of a distressed vessel which is also being affected by the known current, draw the set and drift of the current from both P and Q. Let the drawn currents be PR and QS, Join RS which will be the CTS. RS +2 will be the engine speed required. P Q45 - FROM A GIVEN POSITION, FIND CTS TO RAISE A LIGHT RIGHT AHEAD. COUNTERACTING A KNOWN CURRENT. 7 ‘iven, postion be P. Find the raising distance (in n.m.) by the formula: 2 Soa +2. 095 Vb . With light as centre and raising distance as radius, draw a circle. From the light L, dravy set of the current and cut LR as the drift of the current given by the following expression: Raising distance x Rate of current Engine speed, Join PR which will be CMG. Let PR cut the drawn circle at Q. Join QL which will be CTS. Sometimes’ the time may be asked when the light will be abeam, Since the light in this case is passing on the port side, the beam bearing will be CTS - 90°. Draw the beam bearing from the light cutting PR at S (if necessary extend PR). Light will be abeam at S. The time to reach S (from P):= _PS_ , the SMG being worked by the expression, SMG QR x Engine speed Raising distance Drift = NB. Instead of raising, it may be asked to first sight the light right ahead. The solution will “be the same Way except that the first sighted distance will be worked out instead of raising distance. Sometimes it may be asked to have the light right ahead when, say, 15 n.m. off. Again the solution will be the same way except that the circle drawn will be of radius 15 nm. RAISING A ficHT A FEW ()' DEGREES ON PORT OR STBD. BOW WITHOUT ANY CURRENT. Find the raising distance by the formula 2.095VH + 2.095 vh, The beam distance off the light will be obtained by : Raising distance x_ sind, From the given light L draw a circle of radius of beam distance calculated as above. From the given position P draw PQ tangent to this circle. PQ is the CTS. From L cut off LM on CTS as the raising distance, M is thé required point at which the light will be 6° on stbd, bow when raised. r ep Poe EL | N.B. Instead of raising, the light may be first sighted. The a is the same except that the first sighted distance is to be worked out. The question can also be asked to find the course to steer the Dip a light 6° on the port or Stdb. quarter. Solution will be in the same way.46 RAISING AND DIPPING (OR FIRST SIGHTING & LAST SIGHTING) THE SAME LIGHT AT INTERVAL, CTS, ENGINE SPEED & CURRENT GIVEN. Suppose the light L is raised at 2200 hours and same light is dipped at 2230 hours.. Let the CTS be 210° (T), engine speed 12 knots, current setting 180°(T) @ 2 knots. Find the rai.ing or dipping distance by the formula 2.095VH + 2.095. Draw thie ‘circle with lighthouse L as centre and dipping distance( ie. second observation) as.radius. Draw the CTS from the light and cut off LM on it as distance run in 1/2 hour. Draw the set from M and cut off MN as drift for 1/2 hour. Join LN which is CMG. From N as centre and raising ' distance (i.e. first observation) as radius draw an arc cutting the first circle at B, which is the position at 2230 hours. From B draw back the CMG cutting the first drawn circle at A, which is the position at 2200 hours, If dene correctly, LN will be equal and in the same direction as AB. " . 22007A 2230/ B L N N.B. If the light is first sighted at 2200 hours and last sighted at 2230 hours, the first circle drawn will be of last sighted distance radius and second radius will be of first sighted radius, If the light is first sighted at 2200 hours and dipped at 2230 hours, the first circle drawn from the light house ‘L’ will be of dipping distance 4, the second circle from N will be of radius equal to first sighted distance. BA will then be plotted parallel and equal to NL. A will be position of the vessel at 2200 hours which may not fall on the circle.47 WITH TWO BEARINGS OF ONE LIGHT AND ONE BEARING OF . LIGHT TAKEN AT INTERVALS, CTS, ENGINE SPEED AND SET (. KNOWN, FIND CMG, RATE OF CURRENT & POSITION. (FISH TRIANGLE) Suppose L is one light, two bearings of which are as follows:.1430 hrs — 3: 020° (T). The bearing of another light ‘L’ at 1600 hrs, is 340° (T), Course (1), Set, of the current 230° (T). Find the CMG, tate of current & position 1500 hrs. . With reference to the figure given below: From any point C of first bearing at 1430 hrs, draw Cs cutting the bearing L' at D. Cut CZ and DY on it matching with the runs between 1430 hrs. a: 1500 and 1600 hrs, respectively. From Z transfer the first bearing and from third. bearing, These transferred bearings are cutting at G. From Z draw the « the third transferred bearing at X. Draw XH parallel to YD. Join CH which « at E, . . Join GE which cuts the second bearing line at F. F is the position of the ves second bearing i.e.1500 hrs, From F draw the set. of the current cutting bearings at W and V respectively. WV is the drift for 01 hour 30 minutes. + current can thus be found out. From V draw VS parallel to YD and from W draw WT parallel to ZC. Join ‘: CMG. T,F &S are positions at 1430, 1500 & 1600 hrs, respectively. THE CURR» ®), 150 the ves: mother 500 hr: Ptransfe: ment cu vathe cui: nthe tir arate -which i:, Ba Wey w48 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM (ECDIS) CHARTS. The term electronic chart is used to denote the concept of charts presented to the navigator on a visual Display Unit (VDU). It would display chart information stored on a floppy or a CD. Though it is a new concept for Merchant ships, it.is_being used for aircrafts for a long time. 4 The ECDIS (The term accepted by ILM.O.) system-can handle map files of any volume and resolution, regardless of the original map’s size, condition or content. | ~ COMPARISON OF ELECTRONIC AND PAPER CHARTS: As of now, the ECDIS charts can not replace paper charts, If ECDIS is being used, the paper charts must be kept on the side for reference. The ECDIS is always to be treated with caution. As far as the reliability is concemed, ECDIS can not match with paper charts. In very busy channels, the ECDIS could fail. To counteract this problem, it is necessary to obtain precautionary printauts-of relevant charts before the voyage commences, Despite all the demerits it is hoped that ECDIS charts will be developed as safe, foolproof and as comprehensive as possible,” » INFORMATION DISPLAYED BY ECDIS CHARTS: There are two types of information provided on an ECDIS chart (a) Use for navigation (6) Use as a base for a passage plan. These may be detailed as follows: i) The ship's position is automatically displayed. It moves across the screen in ‘True Motion’. The ship's position is obtained by GPS / DECCA / LORAN equipment. ii) Information regarding soundings, nature of the bottom, traffic separation schemes etc. could be displayed on demand. iii) Each page of the chart can be displayed as an individual chart or in combination with other pages. iv) The data from Nautical publications could be fed in ECDIS charts; for example, sailing directions, Tide Tables, List of lights. vy) Since too much information will create confusion, the amount of information displayed at one time will be limited, But data shown must be enough for safe navigation. Coastline, shallow water contours, dangers, light houses, buoys should be on display all the time.49 CHART CORRECTION ON ECDIS CHARTS: The corrections could be received in text. or digital form by satellite communications. Corrections in’ digital form could be fed directly into the system. A system is under development where satellite transmitted corrections give constantly updated charts, The quality of the correction procedure for electronic charts must be at least comparable with that for a paper chart. THE FUTURE OF ECDIS CHARTS: It is a foregone. conclusion that one day the ECDIS charts will replace Paper charts Germany hias already proposed to IMO a modular course on ECDIS, There is scanning system provided, by which any map can be scanned and displayed in about 45 minutes time. The process is a digital map data production.50 ELECTRONICS TO ASSIST CHART CORRECTIONS Navigation Specialist, Qubit, has been actively working with chart agents and national authorities to progress the introduction of digital Notices To Mariners. This has the potential to overcome many of the present difficulties and costs. It also would dramatically shorten the time between when a chart change is initiated by a Hydrographic Office , to it being received and applied on board ship, which can be as long as 10 weeks’ with the present system. Implementation of such a system requires attention to three sectors:- + -The publication and distribution of Notices to Mariners in electronic form; + The regular and reliable transmission of these to ships at sea; + The onboard utilisation of electronic Notices to update charts . Already, the United States’ Defence Mapping Agency provides Notices to Mariners as a simple electronic text file. Informal: discussions with the British Admiralty indicate that electronic notices may be available’ from the Hydrographic Office, at least to chart agents within the next year or so. Meanwhile, discussions with satellite commiinication providers are well advanced’ with regard to the practicability and commercial aspects, so that electronic Notices can be transferred over the Inmarsat satellite system to ships at sea. Notices to Mariners have already been transmitted by this method and through the cellular telephone system on a trial basis, in conjunction with various electronic chart testbed projects that have been conducted around the world. To minimise costs and improve ease of use, a ship could select to receive only those notices relevant to its chart portfolio. As for the utilisation onboard, the printing off the raw notices and applying them as now by hand will remain the simplest option, As well as being selective as to which Notices are printed , the Notices would also be available at any time during a ship's voyage to suit a crew workload and priorities, Qubit has been making substantial development with regard to using its Master Yeoman table for applying digital notices to Mariners. The Yeoman table, which uses conventional paper charts and a hand -held puck to plot positions, was originally developed for navigational use. However in addition to this function, it is now being connected to a PC and being used with considerable success to plot Notices to Mariners from the United States’ Defence Mapping Agency system. In fact the United States’ Navy has Master Yeoman in service for this purpose. OT use a Yeoman for this, the digital Notices to Mariners are accessed on a computer file with a PC and the positions for the change plotted with the Yeoman, an activity which takes a few seconds per position. The change is then marked on the chart in the conventional manner. One of the leading chart agents in this area is Sestrol Observator of Holland together with its UK associates, Brown and Perring, Lilley and Gilliee. They launched theirst ‘Navigation Data Information Management System at the recent Europort °91 exhibition in Amsterdam, where there was much interest from ship owners and operatots. This provides for a wide range of nautical publications to be transmitted electronically including Notices to Mariners, which they hope.to have in full commercial service during the.course of 1992. There are plans for further products running on PCs together with Master Yeoman, to do with charts, including folio management and electronic chart catalogue linked to voyage planning, * Qubit believes that electronics will be harnéssed for the regular transmission and utilisation of Notices to Mariners, to assist the correction of paper charts long béfore the full electronic chart system, becomes widely used. Feedback from potential users, particularly while the specifications for the proposed services are under review, would be of great interest.52 Electronic Chart Display and Information Systems (ECDIS) Resolution A.817(19) ~ Adopted on 23 November 1995 PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY-AND INFORMATION SYSTEMS (ECDIS) The Assembly RECALLING Article 15(j) of the Convention on the Intemational Maritime Organization conceming the functions of the assembly in relation to _Tegulations and ‘guidelines conceming maritime safety. RECALLING also regulation V/20 of the international Convention for the Safety of Life at Sea (SOLAS), 1974, which requires all ships to carry adequate and up-to-date charts, sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, NOTING that that the up-to-date charts required by SOLAS regulation V/20 can be provided and displayed electronically on board: ships by electronic chart display and information systems (ECDIS), and. that the other nautical publications required by regulation V/20 may also be so provided and displayed. RECOGNIZING the need to prepare performance standards for ECDIS in otder to ensure the operational reliability of such equipment and to ensure that the information provided and displayed electronically is at least equivalent to that of up-to-date charts and, when also provided and displayed, other nautical publications, and to avoid, as far as practicable, adverse interaction between ECDIS and other shipbore navigational and communication equipment, NOTING further that the International Hydrographic Organization (IHO) has, in co- operation with IMO, developed complementary recommendations on electronic navigational charts, thereby standardizing the database and the content, structure and format of the information provided and displayed, HAVING CONSIDERED the recommendation made by the Maritime Safety Committee at its sixty-third session, 1. ADOPTS the Recommendation on Performance Standards for Electronic Chart Display and Information Systems (ECDIS) out in to the present resolution; 2. Recommends Governments to ensure that ECDIS used on ships entitled to fly their flag conform to performance standards not inferior to those set out in the annex to the present resolution, 3. REQUESTS the Maritime Safety Committee to keep these Performance Standards under reviow and to adopt amendments thereto, as necessary, 4. ALSO REQUESTS, the Maritime Safety Committee to ensure that any proposed amendments to this resolution are agreed with IHO prior to adoption.33. PERFORMANCE STANDARDS FOR ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS) 1 11 12 13 14 15 INTRODUCTION The primary function of the ECDIS is to contribute to safe Navigation ECDIS, with adequate back-up arrangement, be accepted as complying with the up-to-date charts required by regulation V/20 of the 1974 SOLAS Convention. In Addition to the general requirements for shipborne radio equipment forming part of the Global Maritime Distress and Safety System (GMDSS) and the requirements for electronic navigational aids contained in IMO resolution A.694 (17), ECDIS should meet the requirements of this performance standard, ECDIS should be capable of displaying all cliart information necessary for safe and ._ efficient navigation originated by, and distributed on the authority of, government authorized hydrographic offices. ECDIS should facilitate simple and reliable updating of the electronic navigational chart. Use of ECDIS should reduce the navigational workload as compared to use of a paper chart. It should enable the mariner to execute in a convenient and timely manner all route planning, route monitoring and positioning currently performed on paper charts. It should be capable of continuously plotting the ship’s position. ECDIS should have at least the same reliability and availability of presentation as the paper chart published by government-authorized hydrographic offices. ECDIS should provide appropriate alarms or indications with respect to the information displayed or malfunction of the equipment (see appendix 5) DEFINITIONS For the purpose of these performance standards 21 2.2 Electronic chart display and information system (BCDIS ) means a navigation information system which, with adequate back-up arrangements, can be accepted as complying with the up-to-date chart required by regulation V/20 of the 1974 SOLAS Convention, by displaying selected information from a system electronic navigational chart (SENC) with positional information from navigation sensors to assist the mariner in route planning and route monitoring, and by displaying additional navigation-related information if required. Electronic navigational chart (ENC) means the database, standardized as to content, structure and format, issued for use with ECDIS on the authority of government-54 authorized hydrographic offices. The ENC contains all the chart information necessary for safe navigation, and may contain supplementary information in. addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for safe navigation. y System electronic navigational chart (SENC) means a database resulting from the transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate means, and other data added by the mariner. It is this database that is actually accessed by ECDIS for the display generation and other navigational functions, and is the equivalent to an up-to-date paper chart. The SENC may also contain information from other sources. 2.4 Standard display means the SENC information that should be shown when a chart is ; first displayed on ECDIS. The level of the information it provides for route planning or route monitoring may be modified by the mariner according to the mariner’s needs. 2.5 Display base means the level of SENC information which cannot be'removed from the display, consisting of information which is required at all times in all geographical areas and all circumstances. It is not intended to be sufficient for safe navigation. 2.6 Further information on ECDIS definitions may be found in IHO Special Publication S- 52, appendix 3 (see appendix 1) 3. DISPLAY OF SENC INFORMATION 3. ECDIS should be capable of displaying all SENC information. 3.2. SENC information available for display during route planning and route monitoring should be subdivided into three categories, display base, standard display and all other information (see appendix 2). 3.3 ECDIS should present the standard display at any time by a single operator action. 3.4 When a chart is first displayed on ECDIS it should provide the standard display at the largest scale available in the SENC for the displayed area. It should be easy to add or remove information from the ECDIS display. It should not be possibie to remove information contained in the display base. 3.6 It should be possible for the mariner to select a safety contour from the depth contours provided by the SENC. ECDIS should give the safety contour more emphasis than other contours.on the display. It should be possible for the mariner to select a safcty depth. ECDIS should emphasise soundings equal to or less than the safety depth whenever spot soundings are selected for display. The ENC and all updates to it should be displayed without any degradation of their information content. 3. wn5S 3.9 ECDIS should provide a means of ensuring that the ENC and all updates to it have been correctly loaded into the SENC. 3.10 The ENC data and updates to it should be clearly distinguishable from other displayed information, such as, for example, that listed in appendix 3. 4. PROVISION AND UPDATING* OF CHART INFORMATION 41 4.2 43 44 45 46 4.7 4.8 The chart information to be used in ECDIS should be the latest edition of information originated by a government authorized hydrographic office, and conform to IHO standards. The contents of the SENC should be adequate“and up-to-date for the intended a as required by regulation V/20 of the 1974 SOLAS Convention. Itshould not be possible to alter the contents of the ENC. Updates should be stored separately from ENC ECDIS should be capable of accepting official updates to the ENC data provided in conformity with IHO standards. These updates should be automatically applied to the SENC. By whatever means updates are received, the implementation procedure should not interfere with the display in use, ECDIS should also be capable of accepting updates to the ENC data entered manually with simple means for verification prior to the final acceptance of the data. They should be distinguishable on the display from ENC information and its official updates, and not affect display legibility. ECDIS should keep a record of updates including time of application to the SENC. ECDIS should allow the mariner to display updates so that the mariner may review their contents and ascertain that they have been included in the SENC. 5. SCALE ECDIS should provide an indication of whether: 1. ‘The information is displayed at a larger scale than that contained in the ENC or 2, Own ship’s position is covered by an ENC at a larger scale than that provided by the display 6. DISPLAY OF OTHER NAVIGATIONAL INFORMATION 61 6.2 Radar information or other navigational information may be added to the ECDIS display. However, it should not degrade the SENC information, and should be clearly distinguishable from the SENC information. ECDIS and added navigational information should use a common reference system. If this is not the case, an indication should be provided.56 6.3 Radar 6.3.1Transferred radar information may contain both the radar image and ARPA information. If the radar image is added to the ECDIS display, the chart and the radar image should match in scale and in orientation. 6.3.2 The radar image and the position form the position sensor should both be adjusted automatically for antenna offset from the conning position. 6.3.3 It should be possible to adjust the displayed position of — ship .ne,ually so that the radar image matches the SENC display. 6.3.4 It should be possible to remove the radar information by single operator action. 1 DISPLAY MODE AND GENERATION OF THE NEIGHBOURING AREA TL it should always be possible to display the SENC in a “north-up” orientation. Other Grigntations ‘permitted. 7 7.2. BCDIS ‘should provide for true motion mode. Other modes are permitted. 7.3. When true motion mode is in use, reset and generation of the neighbouring area should take place automatically at a distance from the border of the display determined by the mariner. 7.4 It should be possible manually to change the chart area and the position of own ship relative to the edge of the display. COLOURS AND SYMBOLS 8.1 IHO recommended colours and symbols should be used to represent SENC information 8.2 The colours and symbols other than those mentioned in paragraph 8,1 used to describe the navigational elements and parameters listed in appendix 3 and published by IEC. 8.3 SENC information, when displayed at the scale specified in the ENC should use the specified size of symbols, figures and letters. 8.4 ECDIS should allow the mariner to select whether own ship is displayed in true scale or as a symbol.37 9. DISPLAY REQUIREMENTS. 9.1 ECDIS should be capable of displaying information for : 1. Route planning and supplementary navigation tasks; and 2. Route monitoring 9.2 The effective size of the chart presentation for route monitoring should be at least 270mm x 270mm. 9.3 The display should be capable of complying with the colour and resolution recommendations of THO. 9.4 The method of presentation should ensure that the displayed information is.clearly visible to more than one observer in the conditions of light normally experienced on the bridge of the ship by day and by-night. 10. ROUTE PLANNING, MONITORING AND VOYAGE RECORDING 10.1 It should be possible to carry out route planning and route ‘monitoring in a.simple and reliable manner. 10.2 ECDIS should be designed following ergonomic principles for user friendly operation. 10.3 The largest scale data available in the SENC for the area given should always be used by the ECDIS for all alarms or indications’ of crossing the ship’s safety contour and of entering a prohibited area and for alarms and indications according to appendix 5. 10.4 Route planning 10.4.1 It should be possible to carry out route planning including both straight and curved segments, 10.4.2 It should be possible to adjust a planned route by, for example: .| adding waypoints to a route; .2 deleting waypoints from a route; .3 changing the position of a waypoint; and 4 changing the order of the waypoints in the route. 10.4.3 It should be possible to plan an alternative route in addition to the selected route. The selected route should be clearly distinguishable from the other routes. 10.4.4 An indication is required if the mariner plans a route across an own ship’s safety contour.58 10.4.5 An indication is required if the mariner plans a route across the boundary of a prohibited area or of a geographical area for which special conditions exist. (see appendix 4). 10.4.6 It should be possible for the mariner to specify a limit of deviation form the planned Toute at which activation of an automatic offtrack alarm should occur. 10.5 Route monitoring 10.5.1 For route monitoring the selected route and own ship’s position should appear whenever the display covers that area. 10.5.2 It should be possible to display a sea area that does not have the ship on the display (€.g. for look ahead, route planning), while route monitoring. If this is done on the display used for route monitoring, the automatic route monitoring functions (e.g. updating ship’s position, and providing alarms and indications) should be continuous. It should be possible to return to the route monitoring display covering own ship’s position immediately by single operator action. 10.5.3 ECDIS should give an alarm if the ship, within a specified time set by the mariner, is going to cross the safety contour. 10.5.4 ECDIS should give an alarm or indication, as_selected by the mariner, if the ship, within a specified time set by the mariner, is going to cross the boundary of a prohibited area or of a geographical area for which special conditions exist (see appendix 4), 10.5.5 An alarm should be given when the specified limit for deviation from the planned route is exceeded 10.5.6 The ship’s position should be derived form a continuous positioning system of an accuracy consistent with the requirements of safe navigation. Whenever possible, a second independent positioning method of a different type should be provided; ECDIS should be capable of identifying discrepancies between the two systems. 16.5.7 ECDIS should provide an indication when the input from the position-fixing system is lost. ECDIS should also repeat, but only as an indication, any alarm or indication passed to it from a position-fixing system: 10.5.8 An alarm should be given by ECDIS if the ship, within a specified time or distance set by the mariner, is going to reach a critical point on the planned route. 10.5.9 The positioning system and the SENC should be on the same geodetic datum. ECDIS should give an alarm if this is not the case.59 10.5.10 It should be possible to display an alternative route in addition to the selected route. The selected route should be clearly distinguishable from the other routes. During the voyage, it should be possible for the mariner to modify the selected sailing route or change to an alternative route. 10.5.11 It should be possible to display: -1 time labels along ship’s track, manually on demand and automatically at intervals selected between | and-120 m; and .2 an adequate number of: points, free movable electronic bearing lines, variable and fixed-range markers and other symbols requited for navigation purposes and specified in appendix 10.5.12 It should be possible to enter the geographical co-ordinates of any position and then display that position on demand, It should also be possible to select any point (features, symbol or position) on the display and to read its geographical co-ordinates on demand. 10.5.13 It should be possible to adjust the ship’s geographical position manually. This manual adjustment should be noted alphanumerically on the screen, maintained until altered by the mariner, and automatically recorded, 10.6 Voyage recording 10.6.1 ECDIS should store and be able to reproduce certain minimum elements required to reconstruct the navigation and verify the official database used during the previous 12h, The following data should be recorded at one-minute intervals: -1 to ensure a record of own ship’s past track time, position, heading and speed ; and .2 to ensure a record of official data used, ENC source, edition, date, cell and update history. 10.6.2 In addition, ECDIS should record the complete track for the entire voyage , with time marks at intervals not exceeding 4h. 10.6.3 It should not be possible to manipulate or change the recorded information.. 10.6.4 ECDIS should have the capability to preserve the record of the previous 12h and of the voyage track. 11, ACCURACY 11.1 The accuracy of all calculations performed by ECDIS should be independent of the characteristics of the output device and should be consistent with the SENC accuracy.60 11.2 Bearings and distances drawn on the display, or those measured between features already drawn on the display, should ‘have an accuracy no less than that afforded by the resolution of the display. 12, CONNECTIONS WITH OTHER EQUIPMENT. 12.1 ECDIS should not degrade the performance of any equipment providing sensor inputs. Nor should the connection of optional equipment degrade the performance of ECDIS below this standard. 12.2 ECDIS should be connected to systems providing continuous position - fixing, feading and speed information. 13, PERFORMANCE TESTS, MALFUNCTION ALARMS AND INDICATIONS 13.1 ECDIS should be provided with means for carrying out on-board tests of major functions‘either automatically or manually. In case of a failure, the test should display information to indicate which module is at fault, 13.2 ECDIS should provide a suitable alarm or indication of system malfunction. 14., BACK-UP ARRANGEMENTS 7 Adequate: back-up arrangements should be provided to ensure safe navigation in case of an ECDIS failure. - Facilities enabling a safe take-over of the ECDIS functions should be provided in order to ensure that an ECDIS failure does not result in a critical situation. .2. A back-up arrangement should be provided facilitating means for safe navigation of the remaining part of the voyage in case of an ECDIS failure. 15. POWER SUPPLY. 15,1 It should be possible to operate ECDIS and all equipment necessary for its normal functioning when supplied by an emergency source of electrical power in accordance with the appropriate requirements of chapter II — 1 of the 1974 SOLAS Convention. 15.2 Changing from one source of power supply to another, or any interruption of the supply for a period of up to 45s, should not require the equipment to be re-initialized manually. :61 Appendix 1 REFERENCE DOCUMENTS The following international organizations have developed technical standards and specifications, as listed below, for use in conjunction ‘with this standard. The latest edition of these documents should be obtained from the organization concerned. INTERNATIONAL HYDROGRAPHIC ORGANIZATION (1HO) Address: Directing Committee International Hydrographic Bureau. BP 445 98011 Monaco CEDEX Phone : +377 93 50 65 87. Principality of Monaco Fax: +37793 252003 Publications Special Publication No. S-52, Provisional Specifications for Chart Content and Display of ECDIS, 2™ Edition, September 1992. S-52 appendix 1, “Report of the IHO (COE) Working Group on updating the Electronic Chart”, 1" Edition, June 1990, $-52 appendix 2, “Provisional Colour and Symbol Specifications for ECDIS”, 1" Edition, February 1991. : S-52 appendix 3, “Glossary of ECDIS -Related Terms”, 1" Edition, July 1991. Special Publication No. S-57, IHO Transfer Standard for Digital Hydrographic Data. INTERNATIONAL ELECTROTECHNICAL COMMISION (IEC) Address: IEC Central Office 3 rue de Varembé POSITION box 131 1211 Geneva 20 Phone: +41 22 734 01 50 Switzerland Fax: +41 22 733 38 43 Publications IEC Publication 1174, Electronic Chart Display and Information System (ECDIS). IEC Publication 945, General Requirements for Shipborne Radio Equipment Forming Part of the Global Maritime Distress and Safety System and Marine Navigational Equipment On Board Ship.