SQA Written Exam Notes PDF

Chief Mate Written Prep
Handout
Time Management Guidance
Exam Technique
Topics Frequency
General SQA rules & Guidance
General Guidance on Exam Workings
Past Papers & Solutions

Table of Contents
Table of Contents ............................................................................................................................ 3
Time Management Guidance ........................................................................................................... 4
Exam Technique............................................................................................................................. 10
Topics Frequency in MCA Exam Papers .......................................................................................... 14
General SQA rules & Guidance ...................................................................................................... 16
General Guidance on exam workings............................................................................................. 18
MCA Past Papers and Solution........................................................................................................ 20
November 2022 ..........................................................................................................................................23

October 2022..............................................................................................................................................37
July 2022 .....................................................................................................................................................52
March 2022 .................................................................................................................................................72
December 2021 ..........................................................................................................................................86
October 2021..............................................................................................................................................96
July 2021 ...................................................................................................................................................104
Time Management Guidance
Year:
Course Planner
Insert Month Deadlines, significant dates, things to anticipate
as appropriate
October Example: Date of first class? Date of first tutorial?
November
December Example: Date of the start of the holidays?
January Example: What date do you return to college?
February
March
April What date is the MCA Exam? Any classes scheduled at the end of the month?
May
June
MONTHLY PLANNER for month: ________________________
Mon Tue Wed Thurs Fri Sat Sun
Weeks
Write in deadlines. Balance study time with social time. Date:
5
Weekly Planner
Mon Tue Wed Thurs Fri Sat Sun Thoughts & Notes
8 am
9 am
10 am
11 am
12 am
1 pm
2 pm
3 pm
4 pm
5 pm
6 pm
7 pm
8 pm
9 pm
10 pm
REVISION CHECKLIST (Navigation)
Lecture Notes Revised /
TOPICS
attended written up Recalled
Bridge/passage management
Great Circle
Weather/Ocean routing
Nav MGN's/publications
Celestial/GPS Discussion
Celestial Calculation
Radar plot
TRS
Rendezvous
Co tidal. Tidal Stream
Tide Secondary port
Great Circle - Limiting Lat
Great Circle - distance off
SAR
SAR Relative Velocity
Electronic Navigation Systems
Fog forecasting
Ice Navigation
Tide Neaping
TSS
Lecture Notes Revised /
TOPICS
attended written up Recalled
Mercator Sailing, + Waypoint
Routing Chart
Tide Standard port
ECDIS
GMDSS
Radar. Parallel Index.
Time
Study Tasks (e.g. library research, study group meetings, practice past papers, etc.).
Mark the priority of each as high, medium or low:
 
 
 
 
Exam Technique
To pass any examination you must:
• Have the knowledge.

• Convince the examiner that you have the knowledge.
• Convince him within the time allowed.
1. Read the whole paper through.
Do not dive in. By reading the whole paper through, checking that you have the necessary data sheets /
worksheets, you give yourself time to settle. You also gain confidence because you realise that there are
questions that you can do well.
Reading the paper through will show whether the data sheets need to be read to answer more than one
question, so a single read of the data sheets will give you the information for more than one question.
Checking the worksheets may also give a clue as to the required answer. If a worksheet of a gnomonic
chart is supplied, for you to show a proposed route, then the route must be relevant to a great circle.
Reading the paper through allows you to determine which are the easier questions and/or questions that
you are confident in gaining good marks. Leave the difficult questions until the end. It is far better to
run out of exam time whilst answering a question that you probably wouldn’t get many marks for than
spending so long answering a difficult question that you did not have time to answer your favoured
questions.
If you have read the whole paper through, whilst you are answering a question your subconscious is
working on the other questions. (Similar to the way a person’s name will suddenly spring to mind after
you have given up trying to remember it.)
2. Answer the question.
Apart from ignorance, failure to answer the question is undoubtedly the greatest bar to success. No
matter how often students are told, they always seem to be guilty of this fault. The ‘stem’ (introductory
paragraph) of the question is critical. This states the topic of the question and all answers must relate
and pertain to that topic. If the stem of the question is Offshore Exploration areas and the actual
question requires information regarding Passage Planning, then the required answer is about Passage
Planning aspects particularly relevant to passing through an area of offshore exploration. Read the stem
and question carefully. If you are asked about ‘restricted waters’, don’t talk about ‘restricted
visibility’. If you are asked to state the meteorological signs of a TRS don’t state the conditions
necessary for the formation of a TRS. You can write a hundred pages of brilliant exposition, but if it
isn’t in answer to the set question you will be given no more marks than if you had written a paragraph
of utter drivel.
To ensure that you answer the question, develop the following habits:
a) Read the question carefully.

b) Decide what the examiner wants.
c) Underline the nub of the question.
d) Do just what the examiner asks.
e) Keep returning to the question as you work on the answer.
f) Ensure you answer all the elements of the question.
3. Put your ideas in logical order.
It is quicker, more accurate and gives a greater impression of competence if you follow a pre-determined
logical path instead of jumping about from place to place as ideas come to you.
4. Maximise the points you make.
Examiners are more impressed by a solid mass of points than an unending development of one solitary
idea, no matter how sophisticated and exhaustive. Do not allow yourself to become bogged down with
your favourite hobby-horse.
5. Allocate your time.

Marks allocated to the question often bear a close relationship to the time needed for an appropriate
answer. Consequently, the time spent on a question should be in proportion to the marks. Divide the
total exam marks into the total time for the exam (less planning time) to obtain a ‘minutes per mark
figure’, and then allow that many minutes per mark of each individual question.
6. Attempt all questions asked for.
Always remember that the first 50% of the marks for any question is the easier to earn. Unless you are
working in complete ignorance, you will always earn more marks per minute while answering a new
question than while continuing to answer one that is half done. Consequently, you can earn more marks
by half completing two answers than by completing either one alone.
7. Don’t show your ignorance.
Concentrate on displaying your knowledge not your ignorance. There is almost always one question
which you need to attempt and that you are not happy about. In answer to such a question put down all
you do know, leave it there and devote the unused time to improving some other answer. Certainly, you
will not get full marks by doing this, but nor will you fill your page with nonsense. By spending the saved
time on another answer, you will stand the chance of gaining the odd mark or so.
8. If time runs out.
What should you do if you find that time is running out? The following are the recommended tactics:
a) If it is a mathematical answer, do not bother to work out the figures. Show the examiner by
means of your layout that you know what steps need to be taken and which pieces of data are
applicable. He is very much more concerned with this than with your ability to calculate.
b) If it is an essay type answer, put down the remainder of your answer in the form of notes. It is
surprising what a large percentage of the marks allocated to the question can be obtained by a dozen
terse but relevant notes.
c) Make sure that every question and question part has some answer, no matter how short, that
summarises the key elements.
d) Don’t worry. Shortage of time is more often a sign of knowing too much rather than too little.
9. Avoid panic but welcome nerves.
“Nerves” are a great aid in the exam room. Being nervous enables you to work at a much more
concentrated pitch for a longer time without fatigue. Panic on the other hand, destroys your
judgement.
To avoid panic:
a) Know your subject (this is the best panic killer).
b) Give yourself a generous time allowance to read the paper. Quick starters are
usually poor performers!
c) Take two or three deep breaths.
d) Concentrate simply on maximising your marks. Leave considerations of passing or failing until
afterwards.
e) Answer the easiest question first; it helps to build up self-confidence.
f) Do not let first impressions of the paper upset you. Given a few minutes, it is really amazing
what one’s subconscious will throw up. It is often only the unfamiliar presentation of data that may
make the question look difficult; once you have examined it carefully it is likely to be a familiar question
in a different disguise.
Topics Frequency in MCA Exam Papers
19-Nov
18-Nov
17-Nov
14-Nov
13-Nov
12-Nov
21-Dec
20-Dec
16-Dec
15-Dec
12-Dec
20-Aug
18-Feb
19-Mar
18-Mar
17-Mar
16-Mar
15-Mar
14-Mar
13-Mar
12-Mar
21-Oct
20-Oct
19-Oct
18-Oct
17-Oct
21-Apr
21-Jul
20-Jul
19-Jul
18-Jul
17-Jul
16-Jul
15-Jul
14-Jul
13-Jul
12-Jul
Topic #
Nav MGN's/publications 27 1 2 1 2 1 1 1 1 1 1 1 1 1 2 1 1 2 1 1 1 1 1 1
Great Circle 26 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Weather/Ocean routeing 20 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1
Celestial/GPS Discussion 18 1 1 1 1 1 1 1 1 1 1 1 1 2 1 1 1 1
Celestial Calculation 17 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Radar plot 13 1 1 1 1 1 1 1 1 1 1 1 1 1
TRS 10 1 1 1 1 1 1 1 1 1 1
Rendezvous 8 1 1 1 1 1 1 1 1
Co tidal. Tidal Stream 8 1 1 1 1 1 1 1 1
Great Circle - Limiting Lat 7 1 1 1 1 1 1 1
Tide Secondary port 6 1 1 1 1 1 1
Great Circle - distance off 5 1 1 1 1 1
SAR 5 1 1 1 1 1
SAR Relative Velocity 4 1 1 1 1
Fog forecasting 4 1 1 1 1
Ice Navigation 4 1 1 1 1
Electronic Navigation Systems 3 1 1 1
Mercator Sailing, + Waypoint 3 1 1 1
Routeing Chart 3 1 1 1
Tide Neaping 2 1 1
TSS 2 1 1
Tide Standard port 2 1 1
ECDIS 2 1 1
Radar. Parallel Index. 1 1
Time 1 1
GMDSS 0
General SQA rules & Guidance
SQA Examination Grading and Criteria. (Updated Feb 2022 from SQA Website)
SQA exam results are graded from 1 – 10 as follows:
Grade Number Percentage Marks

1 80 – 100
2 70 – 79
3 65 – 69
4 60 – 64
5 55 – 59
6 50 – 54
7 45 – 49
8 40 – 44
9 30 – 39
10 0 – 29
An overall pass mark of 60% (Grade 4) is required to achieve a pass in this examination.
Exam results are normally dispatched within 8 weeks of the date of the last exam of the course.
Effective from the July 2021 examination diet, a pass (grade 4 and above) in either Navigation or
Stability and Structure, will be valid for 3 years towards an MCA Certificate of Competency as per MSN
1856.
SQA cannot provide individual feedback to candidates. Candidates should contact their exam centre as
general feedback from markers is sent by e-mail to centres after results are published for all
examinations.
There is no appeal process as the MCA examiner’s decision is final.
Candidates can however request an administrative check of their workbook (£25). This is NOT a re-mark.
The addition of the marks inside the workbook is checked, making sure all pages have been marked and
marks correctly transferred to front cover of workbook. The request for an administrative check must be
made within 8 weeks of the results being issued.
General Guidance on exam workings
Navigation Topic MCA Guidance
Show all calculations and
All Formulae used must be stated and show all calculations and
1 all intermediate steps
intermediate steps for questions
when calculating
Positions given by No penalty for missing words Latitude & Longitude in Answer as
2
students in answer long as it is clear which is which.
Seasonal Correction Interpolation not required - Jan is Jan and Feb
3 Seasonal corrections
is Feb etc.
Height of Bridge/
4 obstruction in chartwork HAT to be used unless question specifies MHWS
questions
Tidal curves used by
No penalty to students if the hours before/ after HW is not
5 students to solve
inserted in the given boxes
questions
A Visual Interpolation should be acceptable. No need for any
Interpolation between
6 workings; it is also acceptable if percentage of Spring tide is used.
Spring and Neap tides
Plane, Mercator and GC should be calculated using minimum 5
Calculations of courses
decimal points. Answer given to 1 decimal point.
7 and distances using
trigonometric function
Courses are to be presented in half degrees as ½ or 0.5
Using Meridional Parts for
No Interpolation of MP's required; use the Meridional Part for the
8 Mercator Sailing
nearest minutes for the Latitude.
questions
While calculating Sun rise/ set and twilights for a day,
Calculating Sun Rise/ Sun
9 interpolation between different days is not required as the
Set/Twilights
inaccuracy is not significant for the purpose.
10 Amplitude Calculation Sun rise/ set calculations should be shown.
Sunset/Sunrise/Twilights Mathematical interpolation is acceptable instead of the use of
11
Latitude Interpolation Interpolation tables (Table 1)
MCA Past Papers and Solution
November 2022
Attempt ALL questions
Marks for each question are shown in brackets
All questions refer to a car carrier, GT 57,000t, LOA 198m, operating between Korean and Japanese
ports and Vancouver, British Columbia, Canada. The vessel is engaged on a 12 month time charter,
commencing 1st July, at service speed 20.0 knots.
1. The Voyage Plan has identified the following route and waypoints for the East bound ocean passages:
commence at 35° 00'N 141° 00'E;

a Great Circle to the vertex on latitude 51° 00'N;
a Parallel Sailing to 51° 00'N 128° 30'W.
(a) Calculate the Longitude of the vertex. (12)
sin (90-P) = Tan PV x Tan (90-PA)

cos P = Tan 39 x Tan 35
P (dlong) = 55° 27.5’ E
Long A: 141° 00’ E

Dlong: 055° 27.5’ E
Long V: 163° 32.5’ W
(b) (i) On Worksheet Q1 (1) plot the Great Circle track and list the waypoints along the track for
every 10° longitude. (10)
Plot: See Worksheet
Waypoint list:
35° 00'N 141° 00'E
45° 00'N 150° 00'E
48° 00'N 160° 00'E
49° 45'N 170° 00'E
50° 45'N 180° 00'
51° 00'N 163° 32.5'W
51° 00'N 128° 30'W
(ii) Using the waypoints obtained from Worksheet Q1 (1) plot the entire ocean passage on
Worksheet Q1 (2). (10)
Plot: See Worksheet

(c) Also on Worksheet Q1 (2) plot and name EACH of the following, for the North Pacific Ocean during
the Northern hemisphere summer period:
(i) predominant currents; (8)
(ii) pressure systems; (4)
(iii) prevailing winds. (6)
See worksheet for all of (c) above.

North Pacific current
Westerlies
Westerlies Westerlies
Westerlies
Pacific High
Trades
Trades Trades
Trades Trades
North Equatorial current

2. With reference to the ocean passage stated in Q1.
(a) Calculate the total distance of the East bound ocean passage. (12)
sin 35 = cos 39 x cos AV

cos AV = sin 35 / cos 39
AV = 42.43400894° x 60 = 2546 nm
Dlong V to Arrival:
Long V: 163° 32.5’ W
Long Arrival: 128° 30.0’ W
Dlong: 35° 02.5’ E
Dlong: 2102.5’
Dist = dlong x cos Lat = 2102.5 x cos 51°

Dist = 1323.1 nm
Total distance = 2546 + 1323.1 = 3869.1 nm
(b) The Sailing Directions state the Aleutian Islands comprise of many active volcanoes. The Great Circle
route will pass to the south of an undersea volcano, charted position 50°13'N 178°58'E.
Calculate the distance that the track will pass due south of the volcano. (12)
Dlong VW (P):
Long V: 163° 32.5’ W
Long W: 178° 58.0' E
Dlong: 17° 29.5’ E
90 – (P) = 72° 30.5’
sin 72° 30.5’ = Tan 39° x Tan (90-PW)

Tan (90-PW) = sin 72° 30.5’ / Tan 39°
(90 – PW) = 49° 40.0’
Lat W: 49° 40.0’ N
Lat UV: 50° 13.0’ N
Distance Off: 33 nm South of UV
(c) Inspection of the North Pacific Ocean Routeing Chart indicates:

• an average predominant favourable current of rate 1.5 knots between waypoint 35°00'N 141°00'E
and the vertex;
• an average predominant favourable current of rate 0.5 knot between the vertex and waypoint
51°00'N 128°30'W.
Calculate the steaming time of the East bound ocean transit. (10)
Steaming time A to V = 2546 / (20 kts + 1.5 kts) = 4 days 22 hrs 25 min
Steaming time V to B = 1323.1 / (20 kts + 0.5 kts) = 2 days 16 hrs 33 min
Total Steaming time = 7 days 14 hrs 58 min

(d) State the required actual changes to the ship's clocks and date during the eastbound ocean passage,
from Japanese Standard Time to British Columbia Standard Time. (6)
Japan ST: UTC +09 hrs

Therefore, Japan to date line: Clocks will be advanced 3 hrs
Crossing the date line: Date will be retarded by one day (24 hrs)
BC ST: UTC – 08 hrs

Therefore, Date line to BC: Clocks will be advanced 4 hrs
3. The ship is scheduled to enter the Korean port of Gogunsan Gundo (ATT Pacific and Atlantic Oceans,
Index No. 7507) on the midday ebb tide, 22nd July.
The inbound Pilotage passage requires the ship to pass under a bridge and subsequently to transit a
dredged channel prior to entering the deep water basin.
The ATT information for Gogunsan Gundo is valid for the entire river passage.
From the following information:
Charted vertical clearance of the bridge 10. 6m.

Charted depth of the dredged channel 6.2m.
Draft on arrival 7.0m even keel.
Keel to mast top 18. 7m.
SMS safety allowances: a maximum squat allowance of 10% of draft;
a minimum UKC of 1.0m;
a minimum masthead clearance of 1.5m.
(a) Determine EACH of the following, assuming the SMS safety allowances are complied with:
(i) the maximum height of tide to safely pass under the bridge; (10)
Charted Vertical Clearance = 10.6 m

HAT (From ATT) = 6.6 m
Air draft = KTM – Dynamic draft = 18.7 – 7.7 = 11.0 m
Min Clearance = 1.5 m
Charted Vertical clearance + HAT = HOT + Air Draft + Clearance

HOT = (Charted Vertical clearance + HAT) – (Air Draft + Clearance)
HOT = (10.6 + 6.6) – (11.0 + 1.5) = 4.7 m
(ii) the minimum height of tide to safely transit the dredged channel. (4)
Dynamic draft = 7 m + 10% = 7.7 m

Charted Depth = 6.2 m
Min UKC = 1.0 m
Draft + UKC = Charted Depth + HOT

HOT = Draft + UKC – Charted Depth = 7.7 + 1.0 – 6.2 = 2.5 m
(b) The onboard computerised tide data for Gogunsan Guido, 22nd July indicates:
HW 0803 hours 5.3 m

LW 1414 hours 1.6 m
Using the ATT, determine the reliability of the computerised tide data. (10)
Midday ebb tide:
HW SP: 0956
Corr.: -0153
HW 2P:0803
LW SP: 1607
Corr.: -0153
LW 2P: 1414
Heights: HW LW
Standard Port Prediction: 7.3 2.0
Seasonal corr (SP) -ve -0.1 -0.1
Standrad Port ML 7.2 1.9
Corr. -2.0 -0.4
Secondary Port ML 5.2 1.5
Seasonal corr (2P) +ve +0.1 +0.1
Secondary Port prediction 5.3 1.6
Data obtained by ATT:

HW 0803 hours 5.3 m
LW 1414 hours 1.6 m
The data obtained from ATT is identical to the computerised data, therefore the computerised data has
the same reliability as the ATT.
(c) The Port Authority advise the Master that the Pilot will board at 1000 hours, Standard Time, to
commence the inbound river passage.
The inbound Pilotage passage plan identifies:
Pilot Station to the bridge: distance 8.6 miles;

Pilot Station to deep water basin: distance 19.1 miles;
Ship at manoeuvring speed 10. 0 knots throughout pilotage passage.
Determine if the Pilot boarding time is consistent with EACH of the following:
(i) the required clearance under the bridge; (8)
Pilot station to Bridge 8.6 nm

Steaming Time to Bridge = 8.6 / 10 = 0052
ETA at Bridge = 1000 + 0052 = 1052
HW: 0803
ETA: 1052
Interval: 0249 hrs after HW
HW: 0803
LW: 1414
Interval: 0611
From the Curve: HOT at ETA = 3.7 m

Charted Vertical clearance + HAT = HOT + Air Draft + Clearance
Clearance = (Charted Vertical clearance + HAT) - (HOT + Air Draft)
Clearance = (10.6 + 6.6) - (3.7 + 11.0) = 2.5 m
Pilot boarding time is consistent with the required clearance.
(ii) the required UKC in the dredged channel. (8)
Pilot Station to deep water basin = 19.1 nm

Steaming Time to Bridge = 19.1 / 10 = 0155
ETA at Bridge = 1000 + 0155 = 1155
HW: 0803
ETA: 1155
Interval: 0352 hrs after HW
From the Curve: HOT at ETA = 2.7 m

Draft + UKC = Charted Depth + HOT
UKC = (Charted Depth+ HOT) - Draft = (6.2 + 2.7) – 7.7 = 1.2 m
Pilot boarding time is consistent with the required UKC.

0803
4. The 12 month charter will require navigation and watchkeeping during periods when ice may be a
factor to the safety of the ship.
(a) State the on board observations that may indicate the presence of ice or icebergs in the vicinity of
the ship. (10)
Signs of ice in the vicinity:
• Sea smoke,
• Ice blink,
• Abrupt smoothing of sea,
• Radar detection,
• Isolated fragments of ice,
• Cold sea temperature when in warm current area,
• Sealife e.g. walruses, seals,
• Birdlife e.g. land birds sighted
• Noise of calving
(b) Outline how ice may affect the position fixing capabilities of the ship. (10)
Effect on the position fixing capabilities of the ship:
• Radio interference of Elec Nav Aids,

• Ice distorts shape of coastline,
• Lights obscured / diminished, light sectors distorted,
• Navigation marks, particularly buoys, may be removed,
• A/C for ice, harder to maintain track and assess D.Rs. and E.Ps.
• Aerials / Scanners iced up,
• Refraction errors regarding celestial observations,
• Echo sounder affected by sea temperature levels,
(c) Whilst on passage, if the ship experiences severe ice accretion, the Master must take action to ensure
the safety of the ship.
State the methods of reducing ice accretion and ice accumulation on board the ship. (10)
Any 10 of the following:
• Seeking warmer conditions.

• Seeking shelter.
• Reduce ship speed into wind, thereby reducing spray.
• Run with the wind.
• Physical removal.
• Increase for’d freeboard to reduce spray.
• Heating devices, (usually in the rigging).
• Anti-freeze / de-icer sprays.
• Weather routeing.
• Removing non-essential rigging.
• Removal of standing water / preventing water leakage.
• Use of insulation materials / covers.
• Limiting deck cargoes.
• Construction / design.
5. The transmission of pertinent information to and from ships is a major factor regarding the safety of
navigation.
(a) SOLAS Chapter V and current Marine Guidance Note specify the requirements regarding the Master
transmitting Danger Messages to other ships and to the competent authorities.
State EACH of the following:
(i) the FIVE circumstances when a Master must transmit a Danger Message; (10)
the FIVE circumstances are:
1. Dangerous ice,
2. A dangerous derelict or any other direct danger to navigation,
3. A tropical storm,
4. Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on
superstructures, or
5. Winds of force 10 or above on the Beaufort scale for which no storm warning has been received
(ii) to whom should the Danger Message be addressed. (1)
Ships in the vicinity and to the competent authorities.
(b) Hydrographic Notes are also a means of reporting information.
State the purpose of EACH of the following Hydrographic Notes:
(i) form H102; (3)
For reporting information affecting Admiralty Products
(ii) form H102A; (3)
For reporting Port information
(iii) form H102B.
For GNSS observations against corresponding British admiralty chart positions
(c) Maritime Safety Information is accessible to ships via the World Wide
Navigational Warning Service.
(i) State the FOUR categories of Maritime Safety Information. (8)
1. Navigational Warnings.
2. Meteorological Warnings.
3. Meteorological Forecasts.
4. Urgent Safety Related Messages.
(ii) Outline the Master's obligation regarding the World-Wide Navigational Warning Service transmissions,
including implementation on board. (12)
• Masters are required to make arrangements to ensure that all navigational warnings or other
matters relating to safety of life at sea are brought to their notice, or that of the navigating
officer on watch at the time, immediately on receipt.
• Masters should ensure that the notice’s text has been read in full and ascertain whether it covers
or is likely to be encountered by their ship during the passage.
• Masters should ensure that a record is maintained of all Navigational Warnings received onboard.
October 2022
Remark: A balanced paper with calculations allocated 50% of the total marks and theory allocated
another 50%
All questions refer to a 50,000 gt bulk carrier, engaged on a 12 month time charter,
trading between Africa and Australia. Service speed 16.2 knots, fuel consumption
45 tonnes per day.
1. The ship is presently loading at Maputo, Mozambique, and is to discharge at Geraldton, W. Australia.
The ship will be loaded to the 'Summer' displacement.
ETD Maputo 1600 hours, Standard Time, 8th April.
A direct Great Circle route is being appraised, using waypoints:

Dep Maputo 26°40'S 033°00'E
Arr Geraldton 29°10'S 114°30'E
(a) Calculate EACH of the following:
(i) Initial course; (12)
Dep Maputo (A) 26°40'S 033°00'E

Arr Geraldton(B) 29°10'S 114°30'E
Dlong: 081°30'E
A = tan Lat IP ÷ tan DLon = 0.075057114 N

B = tan Lat FP ÷ sin DLon = 0.564316393 S
C=A±B= 0.489259279 S
ICo = tan-1 (1 ÷ (C x cos Lat A)) 66.38418236°S E
ICo 113.6158176 = 113° ½
(ii) Distance; (8)
Cos Dist = (Cos dlong x Cos Lat A x Cos Lat B) + (Sin Lat A x Sin Lat B) – (Lat A & B same name therfore +)
Cos Dist = (Cos 081°30' x Cos 26°40' x Cos 29°10') + (Sin 26°40' x Sin 29°10')
Dist = 70° 29.1’ x 60 = 4229.1 nm
(iii) Position of the vertex; (12)
PV = sin-1 (cos (90 - A) x cos ( 90 - PA))

PV = 54° 57.8’
Lat V = 90° – PV
Lat V = 35° 02.2’ N+S
Sin (90-PA) = Tan (90-P) x Tan (90-A)

Tan (90-P) = Sin (90-PA) / Tan (90-A)
Tan (90-P) = Sin (26°40') / Tan (23.61581764)
P (Dlong A to V) = 044° 15.1’ E
Long A = 033° 00.0’ E
Long V (S) = 077° 15.1’ E
Position of Vertex (South) = 35° 02.2’ S - 077° 15.1’ E
(b) The appraised direct Great Circle route transits through the Southern Winter Seasonal Zone.
The distance from Maputo to the Southern Winter Seasonal Zone is 2050 miles and a further 580 miles
will be within the Southern Winter Seasonal Zone.
270 tonnes of fuel must be consumed to bring the ship to her 'Winter' loadline.
With reference to Datasheet Q1, determine EACH of the following:
(i) whether the intended direct Great Circle route is legally permissible for the ETD and 'Summer'
displacement of the ship. (10)
Total distance for the vessel to reach and transit through the SWSZ is:
2050 + 580 = 2630
Passage Time (Steaming Time) = 2630 / 16.2 kts = 162.345679 hours = 6 days 18 h 21 m
ETD Maputo ST: 8th Apr 16:00

Time Diff: -02:00
ETD Maputo UT: 8th Apr 14:00
Steaming time: 6 days 18:21
ETA exit SWSZ UT: 15th Apr 09:21
Winter Zone commences on 16th Apr @ 00:00 UT, therefore the intended GC route is legally permissable
as the ship should exit the SWSZ on the 15th Apr @ 09:21 UT
(ii) whether sufficient fuel would be consumed to permit a direct Great Circle route during the Southern
Winter Seasonal Zone 'Winter' period. (8)
Total amount of fuel to be consumed = 270 tonnes

Fuel Consumption = 45 tonnes per day
Days and hours to consume the required amount of fuel = 270 / 45 = 6 days 00 hours
Steaming time from Maputo till entry to SWSZ = 2050 / 16.2 = 126.5432099 hours = 5d 6h 33m
Vessel required more time to consume the required amount of fuel, therefore, assuming vessel will
steam the GC route during the Southern Winter Seasonal Zone period, the fuel consumed will not be
sufficient to permit the GC route.
2. At 2030 hours, 17th April, a message is transmitted by a yacht, requesting urgent medical assistance.
The message states the yacht position as 32°24'S 105°10'E and is making for Fremantle, Western
Australia, course 090°T, speed 4.0 knots.
Own position 31°44'S 104°28'E.
(a) Calculate the bearing and distance of the yacht. (10)
A: Lat: 31°44'S Long: 104°28'E

B: Lat: 32°24'S Long: 105°10'E
DLat: 00°40'S Dlong: 000°42'E
DLat: 40'S Dlong: 42'E
MLat: 32°04'S
Dep = Dlong x cos MLat = 42 x cos 32°04'S = 35.59’E
Co = Tan-1 (Dep / DLat) = Tan-1 (35.59 / 40) = S 41.662767°E = 138.3372330°= 138 ½°
Dist = Dlat / cos co = 40 / cos 41.662767°= 53.54248 = 53.5 nm
(b) Whilst proceeding to give assistance, the Bridge team discuss the difficulty of visually locating a small
yacht and consult The International Aeronautical and Maritime Search and Rescue Manual, Vol 111, for
guidance regarding lookouts.
(i) the SIX factors affecting observer effectiveness; (6)

From IAMSAR Manual Vol 3 – Section 2 – Rendering Assistance:
1. weather conditions and visibility

2. type of search craft (vessel, aircraft, liferaft, or person)
3. state of the sea (calm, choppy, or rough)
4. land features (woods, desert, jungle)
5. daytime or night-time
6. look-out fatigue.
(ii) the recommended position of lookouts during the day; (2)

During the Day place look-outs high on the vessel.
(iii) the recommended position of lookouts during the night. (4)

During the Night place look-outs on the bows as far forward and as low to the water's edge as possible to
hear any calls for help and to establish the best night vision.
(c) Outline the function of the yacht's Search And Rescue Radar Transponder (SART) to aid location.
(10)
From From IAMSAR Manual Vol 3 – Glossary - SART:

“A survival craft transponder that, when activated, sends out a signal automatically when a pulse from a
nearby radar reaches it. The signal appears on the interrogating radar screen and gives the bearing and
distance of the transponder from the interrogating radar for search and rescue purposes.”
(d) At 2324 hours radar contact is made with the yacht, bearing 135°T x 10.8'. Own ship immediately
reduces to manoeuvring speed 12.0 knots.
To appraise the situation the Master decides to initially take station 1 mile on the port beam of the
yacht.
The yacht will maintain her course and speed.
Due to the prevailing conditions the yacht lights are considered to be visible to a maximum range of 3.0
miles.
Using Worksheet Q2, or other suitable means, determine EACH of the following:
(i) course to the required position; (12)
From the Plot: Course = 118°T
(ii) relative bearing at which the yacht lights are predicted to be sighted. (6)
From the Plot: True Bearing at which yacht’s lights should be sighted = 145°T
Relative Bearing = True Bearing – Ship’s Head = 145° – 118° = 027°or 27°G
3. Australian medical officials have advised that the injured yachtsman should be hospitalised as a
matter of urgency.
(a) Explain EACH of the relevant medical terms:
(i) Medico; (4)

From IAMSAR Manual Vol 3 - Glossary:
MEDICO:
Medical advice. Exchange of medical information and recommended treatment for sick or injured
persons where treatment cannot be administered directly by prescribing medical personnel.
(ii) Medevac. (2)

From IAMSAR Manual Vol 3 - Glossary:
MEDEVAC:
Evacuation of a person for medical reasons.
(b) The injured person has been transferred to own ship and own ship is now diverting to Fremantle. ETA
1900 hours, 19th April. A helicopter will be used to transfer the injured person to shore.
At 0800 hours, 18th April, the Master chairs a meeting with the Deck Officers and Chief Engineer to
discuss aspects of the forthcoming ship/helicopter rendezvous.
State the topics to discuss at this meeting to prepare for the forthcoming rendezvous. (12)
Bridge preparation considerations prior to operation:

• Risk assessment, inc preparation / verification of checklists
• Rendezvous area and ETA
• Obtain helicopter specifications and rendezvous plan / procedure (e.g. landing or hoisting)
• Amend Voyage Plan, inc Contingency Plans
• Reporting requirements
• Bridge Team determined
• Bridge team experience, briefings and training
• Notice to E.R. of SBE requirements
• RAM signals tested
• Met forecast
• Lighting requirements assessed and tested
• Communications tested
• Documentation prepared
• ISPS considerations
• Helicopter drills
• D.P. wind sensors
Other on board considerations

• Departing personnel briefings
• LSA and FFA equipment prepared and tested
• Helicopter safety / handling equipment checked
• Deck area prepared, inc helicopter markings
• Deck team briefings and training
• Cargo venting requirements assessed
• Rotary blades, radius / down draught
• Loose objects on deck
• Static discharge
• Aerials / rigging
• Winch hook / wire
• Accidents: fire / explosion / ditching / fuel leak
• Funnel smoke
• Noise, affecting communications
• Passengers / watchers
• Stability (small vessels)
• Experience of personnel in deck parties
• Dangerous Goods
Sampling of six considereation related to bridge preperations and six other onboard consideration
should satisfy the requirements of this question.
(c) At 1815 hours, 19th April, initial communication is established with the helicopter.
Outline the information that should be exchanged between the ship and the helicopter prior to the
commencement of the rendezvous operation. (12)
From IMASAR Manual Vol 3 – Section 2 – Rendring assisatnce:

Information to be exchanged:
• Position of Ship and Helicopter
• Course and speed of ship and helicopter
• present relative wind direction and speed across ship’s deck
• the pitch, roll, sea, and spray conditions at the operating area of the ship
• Dimensions and detials of the landing or winching area as applicable
• ETA of the helicopter at the vessel
• Is the following ready on the vessel:
o Ship
o Deck Party
o Area clear of unnecessary personnel
o FF Equipment ready
o Confirm no obstructions in landing/winching area
o Passangers have been briefed if applicable
• Course and speed required for the ship to maintain or if required any alterations to course or
speed.
4. The ship is to transit the Prince of Wales Channel, Torres Strait.
The Admiralty Sailing Directions give warnings of "strong tidal flow" and "shallow water and numerous
reefs in close proximity to the Traffic Scheme" in the channel.
The Admiralty Tide Tables give details of the rate and direction of the tidal streams.
(a) In preparation for the Torres Strait transit, using Worksheet Q4 or graph paper, construct a Tidal
Stream Curve for the 28th August. (16)
From ATT:
27th Aug:
2126 – Slack
28th Aug:
0023 - -4.8
0322 – Slack
0618 – 4.9
0903 – Slack
1240 - -7.8
1614 – Slack
1907 – 5.5
2208 – Slack
29th Aug:
0108 - -5.4
260 080
7 6 5 4 3 2 1 1 2 3 4 5 6 7
0 0
2 2
4 4
6 6
8 8
10 10
12 12
14 14
16 16
18 18
20 20
22 22
24 24
(b) Outline EACH of the following:

(i) the function and presentation of the ECDIS 'Safety Contour' setting to assist in the transit;(7)
Function:
• The primary safety feature in ECDIS.
• Equivalent to a No Go line.
• Set by the user to mark the boundary between safe and unsafe water
Presentation:
• Shown emphasised over all other contours
• Uses the next deepest contour (or boundary of depth area) in the chart
(ii) the function and presentation of the ECDIS 'Safety Depth' setting to assist in the transit. (7)
Function:
• Set by the user.
• ECDIS emphasizes soundings equal to or less than the safety depth whenever selected for display.
• Affects the display of sounding colours
Presentation:
• Soundings shallower appear in black
• Soundings deeper appear in grey
5. At 1500 hours, 28th June, during a Great Circle passage between Melbourne, Australia and Durban, S.
Africa, the ship experiences a total failure of its Global Navigation Satellite System receiver whilst in
position 51 °00'S 110°30'E.
(a) Outline the difficulties of monitoring the ship's position for the remaining ocean passage without
access to GNSS data. (10)
Difficulties in monitoring ship’s position without access to GNSS data:

• Heavy cloud cover is likely to continue throughout the passage due to the time of the year, thus
reducing the availability of celestial bodies.
• The Sun’s altitude is likely to be low as the vessel is in the southern hemisphere and the
declination of the Sun in North.
• Strong winds and moderate to heavy swells are likely to continue resulting in difficulties while
carrying out celestial observations leading to the introduction of random errors.
• Polaris cannot be used for observations as it’s not visible from the vessel’s latitudes during her
passage.
• Soundings and Continental shelves cannot be used to confirm ship’s position except towards the
final legs of the ship’s passage.
• Terrestrial bodies such as islands and land masses are not available throughout the ocean
passage, therefore coastal navigation techniques cannot be used.
(b) The OOW undertakes stellar observations at evening twilight 28th June and calls the Master to the
Bridge as the resulting observation plot does not clearly establish the ship's position.
Datasheet Q5 indicates the OOW's plot, based on the following details:
• DR 51°06'S 109°35'E;
• Ship steering 260°T at service speed;
• Position lines all run to 1645 hrs.
The star observations are:
Star Ship Time Intercept Bearing

A 1640 hours 3.6' Towards 045°T
B 1645 hours 2.8' Away 031 °T
C 1650 hours 1.9' Away 240°T
D 1654 hours 2.0' Towards 350°T
The OOW informs the Master that heavy cloud cover limited the star availability but all the stars
observed were of a suitable altitude. Also, strong head winds, drizzle and a moderate swell were being
experienced during the observation period.
Reworking the calculations and the plot confirm the OOW's initial results and no apparent errors were
found.
(i) State, giving reasons, whether it would be appropriate to determine a Most Probable Position for the
observation. (8)
As the vessel was experiencing strong head winds, drizzle and a moderate swell during the observation
period, it is highly likely that random errors were introduced into the observation therefore it is not
appropriate to determine an MPP for the following reasons:
• MPP method assumes no random errors exist
• MPP method assumes that the value of the error is consistent across all observations, i.e. all
towards or all away at the same value.
(ii) Outline the factors to be taken into account when determining the 1645 hours position:
(16)
Factors to be taken into account:

• Heavy cloud cover is likely to make the OOW make the observation hastily in gaps in addition to
introducing the possibility of misidentifying stars
• Strong head winds and moderate swell are likely to affect the ship speed, thus making the runs
inaccurate.
• Star B position line is inconsistent with the remaining position lines, making it more likely that a
random error exists for this particular star observation
• The bearings of stars A & B are quite close which is undesirable when making a star observation
• Due to the close bearings and the inconsistency with the other three observations, Star B plot can
be ignored and an MPP resolved for Stars A,C & D
• Confirming the suitability of observation period:
Sunset Civil Nautical

LMT 1601 1641 1723 (28th June)
LIT -0718 -0718 -0718
OBS GMT 0843 0923 1005 (28th June)
Zone +07 +07 +07
OBS Ship time 1543 1623 1705 (28th June)
Likely observation time from 1603 till 1644
Therefore, the observation was mostly taken after the end of the likely observation period leading to
poor quality of the horizon as the sky gets darker.
(iii) Determine the observed stellar position at 1645 hours. (6)
Star B can be ignored and an MPP resolved for stars A,C & D
From the plot:

Obs Lat = 51° 04’S
Dep (From plot) = 2.0’ E

Mlat = (51° 04’S + 51°06'S) / 2 = 51°05'S
Dlong = Dep / cos MLat = 2 / cos 51°05'S = 3.2’ E
DR Long: 109°35'E
Dlong: 3.2’ E
Obs Long: 109°38.2'E
Observed stellar position at 1645 hours = 51° 04’S, 109°38.2'E

July 2022
All questions relate to a 30,000 dwt Product Tanker on a single voyage charter from Namibe, Angola,
to Charleston, U.S.A. The ship is chartered to complete the sea passages at its most economical
speed 11.0 knots.
1. The planned ocean passage is by Rhumb Line, using waypoints:

Dep Namibe 15º10'S 12º00'E.
Arr Charleston 32º45'N 79º45'W.
(i) the course of the Rhumb Line passage;
A: Lat: 15º10'S MP: 914.7S Long: 12º00'E

B: Lat: 32º45'N MP: 2069.0N Long: 79º45'W
DLat: 47º55'N DMP: 2983.7N Dlong: 91º45'W
DLat: 2875N DMP: 2983.7N Dlong: 5505'W
Tan Co = Dlong / DMP = 5505/2983.7 = 1.84502

Co = N61.5W = 298.5º (Rounded up to the nearest half degree – course in full precision is: 298.4576123)
(Remark: Above course should not be used rounded up in the next step but used to full precision or at
least 5 decimal places!)
(ii) the distance of the Rhumb Line passage.
Distance = Dlat / Cos Co = 2875 / Cos 298.4576123 = 6033.5 nm
(b) To enable the maximum cargo to be loaded at Namibe, the Charterer requires the Master to ensure
that the transit of the North Atlantic Seasonal Tropical Zone is completed prior to the commencement of
the ‘Summer’ period.
With regard to the intended Rhumb Line passage and with reference to Datasheet Q1:
(i) state the date and time by which the transit of the North Atlantic Seasonal Tropical Zone must be
completed;
From Worksheet Q1:

Summer – 16th July to 31 October
Date and time transit must be completed:

16th July – 00:00 UT
(ii) calculate the distance from the commencement of the ocean passage to clearing the North Atlantic
Seasonal Tropical Zone;
From Worksheet Q1:

Upper limit of North Altantic Seasonal Tropical Zone is 20º N
Dep Lat: 15º10'S
Upper limit Lat: 20º00’N
Dlat: 35º10’N
Dlat: 2110’N
(iii) calculate the latest time, Angola Standard Time, to commence the ocean passage to meet the
Charterers requirements.
Note: Assume that UT applies to all Loadline times and dates.
Passage Time (PT): 4428 nm / 11.0 kts = 402.54912 hrs = 16D 18H 33M
Transit completed UT: 16th July @ 00:00

Passage Time: -16 days 18:33
Dep UT: 29th June 05:27
Time Diff Angola: + 01:00
Dep Angola ST: 29th June 06:27
Dep Angola ST: 29th June 06:00 (To the Nearest Hour)
2. The requirements for the carriage of nautical charts, publications and equipment are laid down by
SOLAS Ch V, as detailed in relevant Statutory Instruments and current Marine Guidance Notices.
(a) State the THREE specified requirements relating to the scale and content of a navigational chart.
From MCA Annex 3 - Nautical Charts and Publications
The charts or ECDIS referred to in Regulation 19.2.1.4 must be of such a scale and contain sufficient
detail as clearly to show:
1. all navigational marks which may be used by a ship when navigating the waters which are covered
by the chart;
2. all known dangers affecting those waters; and
3. information concerning any ships' routeing and ship reporting measures applicable to those
waters.
(b) In addition to nautical charts, list the publications that are considered to satisfy the carriage
requirements of UK Regulations.
The following publications are considered to satisfy the requirements of Regulation 19.2.1.4
1. International Code of Signals (IMO)

2. IAMSAR Manual Vol.III
3. Mariners' Handbook (UKHO)
4. Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
5. Notices to Mariners (UKHO)
6. Notices to Mariners – Annual Summary (UKHO)
7. Lists of Radio Signals (UKHO)
8. Lists of Lights (UKHO)
9. Sailing Directions (UKHO)
10. Nautical Almanac
11. Navigational Tables
12. Tide Tables
13. Tidal Stream Atlases
14. Operating and Maintenance Instructions for Navigational Aids carried by the Ship
(c) One of the criteria of the carriage of radio equipment is the type of voyage that a ship undertakes.
Outline the FOUR sea areas pertaining to the carriage of radio equipment.
GMDSS Sea Areas:
Sea Area A1:

This area is within coverage of VHF coast stations where digital selective calling alert (DSC) is available
(CH. 70/156.525 MHz). Typically, this area could extend 30 to 40 nautical miles from a coastal radio
station.
Sea Area A2:

This excludes Sea Area A1 and provides coverage of at least one MF coast station and continuous DSC
(2187.5kHz) alerting is available. This area typically extends up to 180 nautical miles offshore during
daylight hours and 150 nautical miles offshore during night time hours.
Sea Area A3:

Excluding Sea Areas A1 & A2, this area is within coverage of INMARSAT geostationary satellites. This area
covers 70-degrees North Latitude and 70-degrees South Latitude.
Sea Area A4:

This area excludes Sea Area’s A1, A2 & A3 and is essentially the polar regions. This covers 71-degrees
North Latitude and above 71-degrees South Latitude.
(d) List the items of GMDSS equipment that should be carried for the specified voyage.
The specified voyage takes the vessel through areas A1, A2 & A3
GMDSS equipment carreid should be as per the table below:

GMDSS Sea Radio and Satellite communication
Automatic and portable radio equipment
Area equipment
VHF radio – DSC and RT 406 MHz EPIRB (Emergency Position
Indicating Radio Beacon)
NAVTEX receiver - Automatic reception
A1 of MSI (Maritime Safety Information) SART (Search And Rescue Radar
Transponder)
VHF handheld radio

MF radio – DSC and RT 406 MHz EPIRB
A2 Plus SART
The equipment included for Sea Area A1 VHF handheld radio

HF (High Frequency) radio – DSC 406 MHz EPIRB
Or SART
INMARSAT – Satellite Communication VHF handheld radio
Plus
A3
System for reception of MSI in Sea Area
A3 (EGC or Radio Telex)
Plus
The equipment included for Sea Areas A1

& A2
3. To check the Bridge navigational equipment, the OOW obtains a celestial observation of the SUN
during the morning watch, 29th June, in calm, clear conditions.
Observation details:
GNSS position: 14º 21.3’S 010º 29.6’E.

Universal Time: 08:31:22.
Sextant Altitude of Sun’s LL: 33º47ʹ.8 at observed bearings 049ºG and 055ºC.
Height of eye: 10.3m.
Index Error: 0.1ʹ Off the arc.
Variation: 8ºW.
(a) Calculate the intercept and bearing of the SUN.
UT: 08:31:22 – 29th June

Observation Lat: 14º21.3’S, Long: 10º29.6’E
GHA (8h): 299º 09.9’ DEC: 23º 13.8’ N

Incr (31:22): 7º 50.5’ d(-0.1): -0.1
C.GHA:307º 00.4’ C.DEC: 23º 13.7’ N
Long (E+): 010º 29.6’
LHA: 317º 30.0’
Cos CZD = (Cos 317º 30.0’ x Cos 14º 21.3’ x Cos 23º 13.7’) – (Sin 14º21.3’ x Sin 23º 13.7’)
CZD = 56º 02.5’
Sext Alt: 33º 47.8’

I.E (Off+): +0.1’
Obs Alt: 33º 47.9’
DIP (10.3m): -5.6’
App Alt: 33º 42.3’
T.Corr: +14.6’
T. Alt: 33º 56.9’
-90º
TZD: 56º 03.1’
CZD: 56º 02.5’
Intercept: 0.6’ Away
A = Tan Lat / Tan LHA = Tan 14º 21.3’ / Tan 317º 30.0’ = 0.27929N
B = Tan Dec / Sin LHA = Tan 23º 13.7’ / Sin 317º 30.0’ = 0.63528N
C = A + B (Same sign) = 0.91457N
Tan Az = 1 / (C x Cos Lat) = 1 / (0.91457 x Cos 14º 21.3’)

Az = N 48.5º E
T.Brg = 048.5º T
(b) Calculate the gyro compass error and the deviation of the magnetic compass.
G. Brg: 049º G C. Brg: 055º C

T. Brg: 048.5º T T. Brg: 048.5º T
G. Err: 0.5º H T. Err: 6.5º W
Var: 8.0º W
Dev: 1.5º E
(c) State, with reasons, the apparent reliability of the GNSS at the time of the celestial observation.
The conditions of the celestial observation are ideal:

• Clear Skies enabling the OOW an uninterrupted observation of the sun
• Calm seas, not subjecting the vessel to rolling/pitching thus enabling the introdcution of random
errors
• Sun Altitude between 15 & 45 degrees, no abnormal refraction should be expected and the Sun’s
altitude is not too high for an accurate observation.
As the intercept is only 0.6’, the apparent reliability of the GNSS at the time of the celestial observation
is likely to be high.
4. During the ocean passage warnings are received from the US National Hurricane Centre regarding the
movement of a Tropical Revolving Storm (TRS).
(a) Sketch a plan view of a North Atlantic TRS, naming all the features of the storm and its movement.
(b) State the on board meteorological and oceanographical indicators of a possible TRS.
Visual Observations
Swell: The first visible indicator in deep open waters is the exceptionally long swell approaching from
the general direction of the origination point of the storm. The swell moves at a reasonably high speed
and may be detected at distances of up to a thousand miles.
Wind: The next sign is the wind. In areas where a TRS develops, the trade wind pattern is generally
followed by winds. The presence of a TRS in a region changes the wind and the force and direction will
be different to that of the predominant trade wind in the region.
Clouds: The point of convergence of cirrus clouds, when they first appear, indicates the direction of the
storm center. If this point remains steady, the storm is approaching the observer's position. However, if
this point shifts slowly in any direction, it indicates that the storm will pass to that side of observer.
Pressure: All readings should be corrected for height, latitude, temperature, index error and diurnal
variation.
The following apply in all cases:
• Corrected barometer reading 3mb/hPa or more below the mean for the time of the year -
suspicion is aroused.
• Corrected barometer reading 5mb/hPa or more below the mean for the time of the year - little
doubt about the existence of storm in the vicinity.
• Cessation in diurnal variation - possibly a malfunctioning barometer.
(c) The ship comes under the influence of the TRS and the Master needs to take action to safeguard the
ship and personnel.
The following meteorological conditions are noted:

Wind NE Force 6.
Pressure falling slowly.
Swell from SSE.
The US National Hurricane Centre predict that the TRS will continue on its present course 300ºT and
increase speed to 9.0 knots.
The ship is not navigationally restricted.
(i) Outline the relative position of the ship in relation to the TRS.
Using buy ballot Law, vessel is in the northern hemisphere, Wind NE, centre of TRS should be 10 to 11
points from wind direction measured from the NE southwards, this information correlated with the
direction of swell (SSE) indicates that the relative position of the vessel is NNW of the TRS.
The force of the wind (Force 6) indicates vessel is about 200-250 from the centre of the storm.
(ii) Outline how a prudent Master should manoeuvre the ship in light of the predicted path of the TRS
and the ship’s relative position.
TRS is on a course of 300ºT, vessel is 200-250 nm NNW of the storm centre, vessel is in the Dangerous
Semi circle, likely to be in the dangerous quadrant, vessel should be set on a course to put the Wind 1-4
pts. on stbd bow and alter course to starboard as the wind veers
(d) Subsequently, the OOW advises the Master that the air pressure is now showing a marked fall and the
wind is now Force 8 and ‘veering’ rapidly.
Vessel is still in the dangerous semi circle, as per the wind force, vessel is estimated to be 100-200 miles
from the storm center. As the wind is veering rapidly with a marked fall of air pressure, vessel is likely to
be close to the storm center, hence likely to be about 100 nm from the center.
(ii) State, giving reasons, whether the action outlined in Q4(c)(ii) remains the most effective course of
action.
Changes reported by the OOW are to be expected as the storm center approaches the position of the
vessel, as the vessel is still in the dangerous semi circle, the course of action outlined in (c)(ii) remains
the most effective course of action.
5. A section of the Charleston pilotage passage requires the ship to maintain a constant radius turn to
port, to maintain position within the dredged channel.
The Port Authority has positioned a beacon at the centre of the turn radius to assist in position
monitoring. A Parallel Index is to be plotted, using the beacon as the reference point (PI Ref).
The planned passage is:
Approach track 325ºT, ship speed 8.0 knots.
PI Ref abeam x 1.6 miles, commence the port turn of constant radius of 1.6' from the PI Ref.
PI Ref bearing 130ºT x 1.6' complete port turn, required track 200ºT, distance 2.0 miles to the required
position off the berth.
The ‘Wheel Over’ position for the port turn is 1.5 cables prior to the commencement of the turn.
The ship will commence reducing speed at a distance of 8 cables prior to the required position off the
berth.
The radar will be set on the 3 mile range, North Up, relative motion.
(a) Using Worksheet Q5:

(i) construct the required Parallel Indexing for the stated passage;
See Plotting Sheet
(ii) indicate the position of the beacon on the Parallel Indexing for the ‘Wheel Over’ position;
See Plotting Sheet
(iii) indicate the position of the beacon on the Parallel Indexing for the commencement of the speed
reduction.
See Plotting sheet
(b) During the port turn, the PI Ref is observed bearing 186ºT x 1.7'.
Outline the required action to bring the ship back to the planned track as quickly as possible.
Vessel should reduce the ROT to a minimum by putting the rudder amidships, and if required to
starboard.
(c) Explain why Parallel Indexing should not be the only method of monitoring the ship’s position during
the turn to port.
The PI is taken from a beacon which is not a reliable position fixing mark, vessel is in very close
proximity to berth and shore, visual references to shore features should be utilised in addition to rader
monitoring.
July 2022
All questions relate to a 30,000 dwt Product Tanker on a single voyage charter from Namibe, Angola,
to Charleston, U.S.A. The ship is chartered to complete the sea passages at its most economical
speed 11.0 knots.
1. The planned ocean passage is by Rhumb Line, using waypoints:

Dep Namibe 15º10'S 12º00'E.
Arr Charleston 32º45'N 79º45'W.
(i) the course of the Rhumb Line passage;
A: Lat: 15º10'S MP: 914.7S Long: 12º00'E

B: Lat: 32º45'N MP: 2069.0N Long: 79º45'W
DLat: 47º55'N DMP: 2983.7N Dlong: 91º45'W
DLat: 2875N DMP: 2983.7N Dlong: 5505'W
Tan Co = Dlong / DMP = 5505/2983.7 = 1.84502

Co = N61.5W = 298.5º (Rounded up to the nearest half degree – course in full precision is: 298.4576123)
(Remark: Above course should not be used rounded up in the next step but used to full precision or at
least 5 decimal places!)
(ii) the distance of the Rhumb Line passage.
(b) To enable the maximum cargo to be loaded at Namibe, the Charterer requires the Master to ensure
that the transit of the North Atlantic Seasonal Tropical Zone is completed prior to the commencement of
the ‘Summer’ period.
With regard to the intended Rhumb Line passage and with reference to Datasheet Q1:
(i) state the date and time by which the transit of the North Atlantic Seasonal Tropical Zone must be
completed;
From Worksheet Q1:

Summer – 16th July to 31 October
Date and time transit must be completed:

16th July – 00:00 UT
(ii) calculate the distance from the commencement of the ocean passage to clearing the North Atlantic
Seasonal Tropical Zone;
From Worksheet Q1:

Upper limit of North Altantic Seasonal Tropical Zone is 20º N
Dep Lat: 15º10'S

Upper limit Lat: 20º00’N
Dlat: 35º10’N
Dlat: 2110’N
(iii) calculate the latest time, Angola Standard Time, to commence the ocean passage to meet the
Charterers requirements.
Note: Assume that UT applies to all Loadline times and dates.
Passage Time (PT): 4428 nm / 11.0 kts = 402.54912 hrs = 16D 18H 33M

Passage Time: -16 days 18:33
Dep UT: 29th June 05:27
Time Diff Angola: + 01:00
Dep Angola ST: 29th June 06:27
Dep Angola ST: 29th June 06:00 (To the Nearest Hour)
2. The requirements for the carriage of nautical charts, publications and equipment are laid down by
SOLAS Ch V, as detailed in relevant Statutory Instruments and current Marine Guidance Notices.
(a) State the THREE specified requirements relating to the scale and content of a navigational chart.
The charts or ECDIS referred to in Regulation 19.2.1.4 must be of such a scale and contain sufficient
detail as clearly to show:
4. all navigational marks which may be used by a ship when navigating the waters which are covered
by the chart;
5. all known dangers affecting those waters; and
6. information concerning any ships' routeing and ship reporting measures applicable to those
waters.
(b) In addition to nautical charts, list the publications that are considered to satisfy the carriage
requirements of UK Regulations.
The following publications are considered to satisfy the requirements of Regulation 19.2.1.4
15. International Code of Signals (IMO)

16. IAMSAR Manual Vol.III
17. Mariners' Handbook (UKHO)
18. Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
19. Notices to Mariners (UKHO)
20. Notices to Mariners – Annual Summary (UKHO)
21. Lists of Radio Signals (UKHO)
22. Lists of Lights (UKHO)
23. Sailing Directions (UKHO)
24. Nautical Almanac
25. Navigational Tables
26. Tide Tables
27. Tidal Stream Atlases
28. Operating and Maintenance Instructions for Navigational Aids carried by the Ship
(c) One of the criteria of the carriage of radio equipment is the type of voyage that a ship undertakes.
Outline the FOUR sea areas pertaining to the carriage of radio equipment.
GMDSS Sea Areas:
Sea Area A1:

This area is within coverage of VHF coast stations where digital selective calling alert (DSC) is available
(CH. 70/156.525 MHz). Typically, this area could extend 30 to 40 nautical miles from a coastal radio
station.
Sea Area A2:

This excludes Sea Area A1 and provides coverage of at least one MF coast station and continuous DSC
(2187.5kHz) alerting is available. This area typically extends up to 180 nautical miles offshore during
daylight hours and 150 nautical miles offshore during night time hours.
Sea Area A3:

Excluding Sea Areas A1 & A2, this area is within coverage of INMARSAT geostationary satellites. This area
covers 70-degrees North Latitude and 70-degrees South Latitude.
Sea Area A4:

This area excludes Sea Area’s A1, A2 & A3 and is essentially the polar regions. This covers 71-degrees
North Latitude and above 71-degrees South Latitude.
(d) List the items of GMDSS equipment that should be carried for the specified voyage.
The specified voyage takes the vessel through areas A1, A2 & A3
GMDSS equipment carreid should be as per the table below:

GMDSS Sea Radio and Satellite communication
Automatic and portable radio equipment
Area equipment
VHF radio – DSC and RT 406 MHz EPIRB (Emergency Position
Indicating Radio Beacon)
NAVTEX receiver - Automatic reception
A1 of MSI (Maritime Safety Information) SART (Search And Rescue Radar
Transponder)
VHF handheld radio

MF radio – DSC and RT 406 MHz EPIRB
A2 Plus SART
The equipment included for Sea Area A1 VHF handheld radio

HF (High Frequency) radio – DSC 406 MHz EPIRB
Or SART
INMARSAT – Satellite Communication VHF handheld radio
Plus
A3
System for reception of MSI in Sea Area
A3 (EGC or Radio Telex)
Plus
The equipment included for Sea Areas A1

& A2
3. To check the Bridge navigational equipment, the OOW obtains a celestial observation of the SUN
during the morning watch, 29th June, in calm, clear conditions.
Observation details:
GNSS position: 14º 21.3’S 010º 29.6’E.

Universal Time: 08:31:22.
Sextant Altitude of Sun’s LL: 33º47ʹ.8 at observed bearings 049ºG and 055ºC.
Height of eye: 10.3m.
Index Error: 0.1ʹ Off the arc.
Variation: 8ºW.
(a) Calculate the intercept and bearing of the SUN.
UT: 08:31:22 – 29th June

Observation Lat: 14º21.3’S, Long: 10º29.6’E
GHA (8h): 299º 09.9’ DEC: 23º 13.8’ N

Incr (31:22): 7º 50.5’ d(-0.1): -0.1
C.GHA:307º 00.4’ C.DEC: 23º 13.7’ N
Long (E+): 010º 29.6’
LHA: 317º 30.0’
Cos CZD = (Cos 317º 30.0’ x Cos 14º 21.3’ x Cos 23º 13.7’) – (Sin 14º21.3’ x Sin 23º 13.7’)
CZD = 56º 02.5’
Sext Alt: 33º 47.8’

I.E (Off+): +0.1’
Obs Alt: 33º 47.9’
DIP (10.3m): -5.6’
App Alt: 33º 42.3’
T.Corr: +14.6’
T. Alt: 33º 56.9’
-90º
TZD: 56º 03.1’
CZD: 56º 02.5’
Intercept: 0.6’ Away
A = Tan Lat / Tan LHA = Tan 14º 21.3’ / Tan 317º 30.0’ = 0.27929N
B = Tan Dec / Sin LHA = Tan 23º 13.7’ / Sin 317º 30.0’ = 0.63528N
C = A + B (Same sign) = 0.91457N
Tan Az = 1 / (C x Cos Lat) = 1 / (0.91457 x Cos 14º 21.3’)

Az = N 48.5º E
T.Brg = 048.5º T
(b) Calculate the gyro compass error and the deviation of the magnetic compass.
G. Brg: 049º G C. Brg: 055º C

T. Brg: 048.5º T T. Brg: 048.5º T
G. Err: 0.5º H T. Err: 6.5º W
Var: 8.0º W
Dev: 1.5º E
(c) State, with reasons, the apparent reliability of the GNSS at the time of the celestial observation.
The conditions of the celestial observation are ideal:

• Clear Skies enabling the OOW an uninterrupted observation of the sun
• Calm seas, not subjecting the vessel to rolling/pitching thus enabling the introdcution of random
errors
• Sun Altitude between 15 & 45 degrees, no abnormal refraction should be expected and the Sun’s
altitude is not too high for an accurate observation.
As the intercept is only 0.6’, the apparent reliability of the GNSS at the time of the celestial observation
is likely to be high.
4. During the ocean passage warnings are received from the US National Hurricane Centre regarding the
movement of a Tropical Revolving Storm (TRS).
(a) Sketch a plan view of a North Atlantic TRS, naming all the features of the storm and its movement.
(b) State the on board meteorological and oceanographical indicators of a possible TRS.
Visual Observations
Swell: The first visible indicator in deep open waters is the exceptionally long swell approaching from
the general direction of the origination point of the storm. The swell moves at a reasonably high speed
and may be detected at distances of up to a thousand miles.
Wind: The next sign is the wind. In areas where a TRS develops, the trade wind pattern is generally
followed by winds. The presence of a TRS in a region changes the wind and the force and direction will
be different to that of the predominant trade wind in the region.
Clouds: The point of convergence of cirrus clouds, when they first appear, indicates the direction of the
storm center. If this point remains steady, the storm is approaching the observer's position. However, if
this point shifts slowly in any direction, it indicates that the storm will pass to that side of observer.
Pressure: All readings should be corrected for height, latitude, temperature, index error and diurnal
variation.
The following apply in all cases:
• Corrected barometer reading 3mb/hPa or more below the mean for the time of the year -
suspicion is aroused.
• Corrected barometer reading 5mb/hPa or more below the mean for the time of the year - little
doubt about the existence of storm in the vicinity.
• Cessation in diurnal variation - possibly a malfunctioning barometer.
(c) The ship comes under the influence of the TRS and the Master needs to take action to safeguard the
ship and personnel.
The following meteorological conditions are noted:

Wind NE Force 6.
Pressure falling slowly.
Swell from SSE.
The US National Hurricane Centre predict that the TRS will continue on its present course 300ºT and
increase speed to 9.0 knots.
The ship is not navigationally restricted.
Using buy ballot Law, vessel is in the northern hemisphere, Wind NE, centre of TRS should be 10 to 11
points from wind direction measured from the NE southwards, this information correlated with the
direction of swell (SSE) indicates that the relative position of the vessel is NNW of the TRS.
The force of the wind (Force 6) indicates vessel is about 200-250 from the centre of the storm.
(ii) Outline how a prudent Master should manoeuvre the ship in light of the predicted path of the TRS
and the ship’s relative position.
TRS is on a course of 300ºT, vessel is 200-250 nm NNW of the storm centre, vessel is in the Dangerous
Semi circle, likely to be in the dangerous quadrant, vessel should be set on a course to put the Wind 1-4
pts. on stbd bow and alter course to starboard as the wind veers
(d) Subsequently, the OOW advises the Master that the air pressure is now showing a marked fall and the
wind is now Force 8 and ‘veering’ rapidly.
Vessel is still in the dangerous semi circle, as per the wind force, vessel is estimated to be 100-200 miles
from the storm center. As the wind is veering rapidly with a marked fall of air pressure, vessel is likely to
be close to the storm center, hence likely to be about 100 nm from the center.
(ii) State, giving reasons, whether the action outlined in Q4(c)(ii) remains the most effective course of
action.
Changes reported by the OOW are to be expected as the storm center approaches the position of the
vessel, as the vessel is still in the dangerous semi circle, the course of action outlined in (c)(ii) remains
the most effective course of action.
5. A section of the Charleston pilotage passage requires the ship to maintain a constant radius turn to
port, to maintain position within the dredged channel.
The Port Authority has positioned a beacon at the centre of the turn radius to assist in position
monitoring. A Parallel Index is to be plotted, using the beacon as the reference point (PI Ref).
Approach track 325ºT, ship speed 8.0 knots.
PI Ref abeam x 1.6 miles, commence the port turn of constant radius of 1.6' from the PI Ref.
PI Ref bearing 130ºT x 1.6' complete port turn, required track 200ºT, distance 2.0 miles to the required
position off the berth.
The ‘Wheel Over’ position for the port turn is 1.5 cables prior to the commencement of the turn.
The ship will commence reducing speed at a distance of 8 cables prior to the required position off the
berth.
The radar will be set on the 3 mile range, North Up, relative motion.
(a) Using Worksheet Q5:

(i) construct the required Parallel Indexing for the stated passage;
See Plotting Sheet
(ii) indicate the position of the beacon on the Parallel Indexing for the ‘Wheel Over’ position;
See Plotting Sheet
(iii) indicate the position of the beacon on the Parallel Indexing for the commencement of the speed
reduction.
See Plotting sheet
(b) During the port turn, the PI Ref is observed bearing 186ºT x 1.7'.
Outline the required action to bring the ship back to the planned track as quickly as possible.
Vessel should reduce the ROT to a minimum by putting the rudder amidships, and if required to
starboard.
(c) Explain why Parallel Indexing should not be the only method of monitoring the ship’s position during
the turn to port.
The PI is taken from a beacon which is not a reliable position fixing mark, vessel is in very close
proximity to berth and shore, visual references to shore features should be utilised in addition to rader
monitoring.
March 2022
All questions refer to a car carrier, LOA 200 m, Service Speed 22.0 knots, on Time Charter between
South Korea and Australia.
The Charterer has advised the Master that the forthcoming voyage will be from Daecheon Hang,
S.Korea to Darwin, Northern Territories, and Brisbane, Queensland, Australia.
Q1:
SOLAS Chapter V specifies the legal aspects regarding Safe Navigation.
(a) Outline EACH of the following:

(i) the Master's legal obligation regarding a Voyage Plan; (8)
(ii) the FOUR specific requirements of a planned route. (8)
(b) The Charterer advises the Master that, due to the urgency of the cargo delivery, he is to plan a
passage of the shortest possible route, not to deviate whilst on passage and to maintain service speed at
all times.
Outline the Master's legal protection, as specified in SOLAS Chapter V, regarding non-compliance with
the Charterer's instruction. (8)
(c) It is intended to compile the Passage Plan using the ship's approved ECDIS equipment. However, full
coverage of Indonesian waters is not available on the ship's Electronic Navigation Charts (ENC).
Outline the key points of the current MCA guidance when operating approved ECDIS equipment in the
Raster Chart Display System (RCDS) mode. (6)
(d) Outline the purpose and details of CATZOC on Electronic Navigational Charts (ENC). (10)
Solution:
Q1 – (a) SOLAS V/34

(i) ‘Prior to proceeding to sea, the Master shall ensure that the intended voyage has been
planned using the appropriate nautical charts and nautical publications for the area
concerned, taking into account the guidelines and recommendations developed by the
Organization.
(ii) The voyage plan shall identify a route which:
• accounts for any relevant ships' routeing systems
• ensures sufficient sea room for the safe passage of the ship throughout the voyage
• anticipates all known navigational hazards and adverse weather conditions
• takes into account applicable marine environmental protection measures and avoids
actions and activities which could damage the environment.
(b) The owner, the charterer, or the company operating the ship (or any other person), shall not
prevent or restrict the master from taking any decision which in his/her judgement is necessary for safe
navigation and protection of the marine environment.
(c) MGN 285 – key points

Risk assessment to be completed prior to using ECDIS in the RCDS mode for primary navigation,
based on:
• a vessel’s physical dimensions
• hydrostatic characteristics
• area of operation
Risk assessment:
• Must address risks to own ship, other ships and environment
• Should ensure all hazards have been identified and a system to manage the risks is
established on board
(d) Category of Zone of Confidence of Data (CATZOC) provides a visual indication of data accuracy and
the type of survey conducted for an area. Shown on ECDIS as a symbol denoting accuracy for each area -
and rated A1, A2, B, C, D or U. It provides visual information, i.e.:
• Position accuracy from A1 to U [i.e. respectively 5m, 20m, 50m, 500m, > 550m and U unassessed]
• Depth Accuracy
• Seafloor coverage by survey
• Survey Characteristics
(just FYI)
A A2 B C D U
Q2:
The ship completes cargo operations at the port of Daecheon Hang, S. Korea (ATT Pacific and Atlantic
Index No 7501) and is preparing to go to sea on the evening of the 24th July.
The departure drafts are noted as For'd 7.8 m and Aft 8.0 m.
Company policy requires a squat allowance of 10% of the departure draft and the Master has stated that
a minimum UKC of 1.0 metre must be maintained at all times.
Immediately after the vessel clears the berth, the outbound pilotage involves a 40 minute transit of a
dredged channel. Charted depth of dredged channel 5.6 m. The pilot advises that the vessel should enter
the channel TWO hours before the evening High Water.
(a) Determine EACH of the following:

(i) the minimum height of tide required to pass through the channel; (5)
(ii) the intended time to clear the berth to meet the Pilot's advice. (5)
(b) During the pre-departure equipment tests, a fault is detected with the vessels steering system which
needs to be rectified prior to leaving the berth.
Determine the latest time that the vessel can safely commence the channel
transit on the subsequent ebb tide. (10)
(c) The vessel clears the port and commences the sea passage at 0230 hrs (South Korean Standard Time)
on the 25th July.
To programme future port operations, the charterers require notification of the anticipated arrival times
at the Australian ports.
The voyage plan indicates: Daecheon Hang to Darwin 3113 miles;

Darwin to Brisbane 2057 miles.
Port operations in Darwin are estimated to take 18 hours to complete.
Determine EACH of the following:

(i) the ETA Darwin (Standard Time); (8)
(ii) the ETA Brisbane (Standard Time). (8)
Solution:
(a) (i) To avoid ambiguity in the question (i.e. does the Master’s 1 m UKC include the company 10%, i.e.
use whichever is greater, or, does the Master want the UKC considered after the 10% squat is applied.
Assume the latter as the 1m should still be achieved even with squat.
Required HoT = 4.2 m
(ii) Dep evening 24th July Time zone UT + 9h

Daechon Hang (7501) 2ndry Port
Inch’on 7486 – Standard port
Time Height
HW LW HW LW
0105
Std Port th 0731 6.8m
(25 )
SC (reverse +/- Std Port +0.1
)
Differences -1h 33m -0h 56m -2.3
SC (apply +/-) 2ndry Port +0.1
2332
2ndry Port th 0635 4.5m
(24 )
Duration 7h 03m
Depart 2h before HW, i.e. 2332 – 2h

So, clear berth at 2132 Standard Time
(b)
See table in Part (a)
Time interval is more than 7 hours, therefore in the absence of the Harmonic constant calculation
method, we should sail on the next appropriate HW and seek the pilot’s advice regarding berth clearing
time as previously.
NB time interval on the following ebb tide is within range, but is not the subsequent ebb tide, and the
HW HOT would be inadequate.
(c) (i)
Distance = 3113 NM
Passage Time = 3113 / 22 = 141.5h =5d 21.5h
Sea Pass ST 0230 25 July
(Question states 40 minutes time
UT 1730 24 July
Time 2130h 5d before dredged channel which
Arr Darwin UT 1500 30 July would be prior to commencing sea
+930
Arr Darwin ST 0030 31 July
(ii)
Distance = 2057 NM
Passage Time = 2057 / 22 = 93.5h = 3d 21.5h
Darwin Operations = 18h
Arr Darwin ST = 0030 31 July
Dep Darwin ST = 1830 31 July
Dep Darwin UT (-930) = 0900 31 July
Passage = 2130 3d
Arr Brisbane UT = 0630 04 Aug
+10h
Arr Brisbane ST = 1630 4 Aug
Q3
After departure from Daecheon Hang, meteorological warnings regarding the movement of a TRS have
been received.
At 0600 hours on the 26th July, UT, information is received that the TRS is now in position 18°00'N
118°00'E. The storm is presently heading 040°T at 10 knots and has an area of influence of 250 miles.
0600/26 UT ship position 27°30'N 127°00'E, course 174°T at service speed.
(a) Calculate the bearing and distance of the TRS from the ship at 0600/26 UT. (8)
(b) Using Worksheet Q3, show EACH of the following:

(i) the ship positions at 0600/26 UT and DR position at 0600/27 UT; (4)
(ii) the TRS position at 0600/26 UT; (2)
(iii) the possible area of influence of the storm during the period 0600/26 to 0600/27 UT. (8)
(c) At 0700 hours on the 26th July, UT, the Master chairs a meeting with the Navigation Officers to
debate the options available to manoeuvre the ship to safety.
State the factors to consider and the advisability for undertaking EACH of the following options:
(i) continue on passage; (6)
(ii) take shelter in the lee of Okinawa Island; (6)
(iii) steer due North; (6)
(iv) steer to pass North of Taiwan and enter Taiwan Strait; (6)
(v) pass North of Okinawa and then steer a SE'ly course. (6)
Solution:
(a)
0600/26th UT Lat DMP D’long
Ship 27 30’N 1706.46 127 00’E
TRS 18 00’N 1090.99 118 00’E
D’ 09 30’S 615.47 9 00’W
570’S 540’W
Tan Co = D’long / DMP = 540 / 615.47 = S 41.26301 W = 221.3 T

Dist = D’Lat / Cos Co = 570 / Cos 41.26301 = 758.3’
Brg = 221.3T
Dist = 758 NM
(b) (i) Looking at marks allocated, advised course and speed, using chart scale would have sufficed,
however…
0600/26th UT Lat DMP D’long
Ship 27 30’N 1706.46 127 00’E
D’ 8 45.1’S 568.41 00 59.7’W
DR 06/27th 18 44.9’N 1138.05 126 00.3’E
D’Lat = Dist Cos Co = 528 x Cos 174 = 525.1’S

D’long = DMP Tan Co = 568.41 x Tan 174 = 59.7’W
Co = 174 T
Dist = Service Speed x 24h = 22x24 = 528 NM
(ii) See Chart
(iii) TRS influence 250’/60 = 4 10’, TRS 24h Dist = Speed 10 x 24 = 240 NM (6 degrees)
240’ + 250’ = 490’, extended 40 degrees either side of predicted course (040) from 0600/26.
(c)
(i) Heading straight into the likely path of the TRS. Most likely places the ship on the path or into the
Dangerous Quadrant. Only potential benefit would be open seas with potential sea room. Very
dangerous and not advisable.
(ii) Obtaining a lee from Okinawa could alleviate the effects of the worst of the swell and possibly
the storm surge. TRS is likely to continue North Easterly so likely to remain in a dangerous
position. The extent of the shelter provided by islands and potentially restricted access to
necessary sea room in emergencies would need to be risk assessed, otherwise a potentially good
option for consideration.
(iii) Heading north away from the storm takes into more open seas (although still limited) for
navigating and as sea temp will begin reducing, it may lessen the storm’s intensity. Will likely
keep vessel in the Navigable semicircle, particularly if the TRS continues recurving. A possible
option.
(iv) Heading directly towards the storm into relatively narrow and confined waters, fed by the warm
Kuro Shio current. Not advisable.
(v) While this may lead into open navigable waters, it will almost certainly place the ship in the
Dangerous Semi circle (likely dangerous quadrant). Dangerous, not advisable.
Q4:
The planned track through Indonesian waters transits areas of numerous, low lying, islands. Terrestrial
navigation aids are limited and unreliable. Precise and accurate navigation is required.
(a) Current Marine Guidance Notice gives recommendations regarding the use of electronic navigational
aids.
(i) State the FIVE checks that are outlined when using radar for position fixing and monitoring. (10)
(ii) Outline the recommended method for ensuring that the radar display heading marker is correctly
aligned with the heading of the ship. (8)
(b) The planned track, 180°T, will pass 5.0 miles west of an isolated shoal. At twilight, whilst
approaching the area during good weather and clear visibility, the OOW obtains 3 positions by
independent means.
The GNSS position shows the ship 0.2 miles to the west of the planned track.
The morning star position shows the ship 1.1 mile to the east of the planned track.
The radar position, obtained by long range scanning, shows the ship 1.6 miles to the west of the planned
track.
State, giving reasons, which position a prudent navigator would assume to be the most relevant. (5)
(c) Parallel Indexing is to be used during a passage of restricted waters through an island chain.
An appropriate reference point, Bandu Island, has been identified and the nominated radar will be set on
the 3 mile range scale.
The planned approach track is 167°T.
When Bandu Island is on the starboard beam, range 1. 9 miles, the planned track is altered to 180°T.
When Bandu Island is bearing 283°T, range 1. 9 miles, the planned track is altered to 205°T to clear the
island chain.
(i) Using Worksheet Q4, draw the Parallel Index lines for the passage. (15)
(ii) Bandu Island first appears on the nominated radar bearing 210°T x 3.0'.
State the action required to resume the planned track. (4)
Solution:
(a)
(i) When using radar for position fixing and monitoring, check:
• identity of fixed objects
• radar’s overall performance
• gyro error and accuracy of the heading marker alignment
• parallel index lines are correctly positioned on a suitable display
• accuracy of the variable range marker, bearing cursor and fixed range rings
(ii) Check HM aligned with true compass heading of ship by ensuring HM aligned with F&A line.
• Use small target visually sighted at edge of range scale.
• Remove misalignment as per equipment manual.
• Do not align using berth alignment or use bearings of targets close to vessel, indistinct
targets, or targets unidentified both visually and by radar
(b)
(ii) Bandu Is appears at 210 T x 3.0’
Action to resume track. Vessel is to East of the required position, so should alter course to starboard to
bring back on track, e.g. adjust to more than 170 T would bring her on track ahead of the coming
alteration, i.e. 180 T.
Q5:
The passage from Darwin to Brisbane transits the Torres Strait.
The Master requires to pass Hammond Rock lighthouse between sunrise and sunset and during a tidal
stream not exceeding 3.0 knots.
(a) With reference to Datasheet Q5, determine the Standard Times of sunrise and sunset on the 2nd
August, at Hammond Rock lighthouse. (10)
(b) Using Worksheet Q5, identify the time periods that meet the Master's requirements to pass Hammond
Rock lighthouse. (20)
Solution:
(a)
Sunrise Sunset
LMT 0623 (2nd Aug) 1750 (2nd Aug)
LIT (142 13/15) - 9h29m 9h29m
UT 2054 (1 Aug) 0821 (1 Aug)
Time Zone UT+ 10h 10h
Std Time 0654 (2nd Aug) 1821 (2nd Aug)
Sunrise 0654, Sunset 1821 on 2nd August
(b)
Times less than 3 knots during daylight:
• Sunrise 0654 until 0800 – can transit
• 1030 until 1300 – can transit
• 1800 until 1821 (21 minutes would be insufficient for transiting Torres Strait)
December 2021
All questions refer to a 30,000 gt general cargo ship undertaking a voyage from Auckland, New
Zealand, to Puerto Montt, Chile. The ship will be loaded to the Summer displacement and will be at
service speed 16.5 knots
Q1.
The intended sea passage is:
Auckland Pilot Station, coastal, 56 miles to waypoint 36⁰ 10ʹS 175⁰ 30ʹE;
Rhumb Line to NW limit of ‘Southern Winter Seasonal Zone’;
Parallel Sailing until the ship can enter the Southern Winter Seasonal Zone as soon as the Summer period
applies;
Great Circle to 41⁰ 30ʹS 74⁰ 30ʹW;
Coastal, 40 miles, to Puerto Montt Pilot Station.
(a) Assuming that UT applies to all Seasonal Loadline dates, with reference to Datasheet Q1, state the
earliest time and date, UT, that the vessel can enter the Southern Winter Seasonal Zone. (5)
(b) The ship is to disembark the Auckland Pilot at 0800 hours, Standard Time, 10th October. With
reference to Datasheet Q1, calculate EACH of the following:
(i) the distance to steam prior to commencing the Great Circle; (10)
(ii) the position that the Great Circle can be commence; (20)
(iii) the total distance of the passage. (10)
Solution:
a) 16th October @ 00:00 UT
b) i)
ETD Oct 10 08:00 ST

TD 12:00 –
ETD 09 20:00 UT
SWSZ Oct 15 24:00 UT
PT 06 04:00
PT 148:00
Dis = Sp x T = 16.5 x 148:00 = 2442.0 NM
ii)
Coastal 56.0 NM
Lat MP Long
WP 36⁰ 10ʹ S 2316.55 S 175⁰ 30ʹ E
SWSZ 33⁰ 00’ S 2086.78 S 170⁰ 00’ W
D 03⁰ 10’ N 229.77 N 014⁰ 30’ E
D’ 190.0 N 229.77 N 870.0 E
Tan Co = DLong / DMP, therefore Co = Tan-1 870/229.77 = 75.20578

Dis = DLat ÷ Cos Co = 190/Cos 75.20578 = 744.1 nm
Dis to steam parallel (Dep) = 2442.0 – 744.1 – 56.0 = 1641.9 nm
DLong = Dep ÷ Cos Lat = 1641.9 ÷ cos 33⁰ 00’ = 1957.7 ÷ 60 = 032⁰ 37.7’ E
SWSZ 33⁰ 00.0’ S 170⁰ 00.0’ W

D 00⁰ 00.0’ 032⁰ 37.7’ E
WP 33⁰ 00.0’ S 157⁰ 22.3’ W
WP 33⁰ 00.0’ S 157⁰ 22.3’ W
iii)
WP 33⁰ 00.0’ S 157⁰ 22.3’ W
WP2(GC) 41⁰ 30.0ʹ S 074⁰ 30.0ʹ W
DLon 082⁰ 52.3’ E
Dis = cos-1 (cos DLong x cos Lat A x cos Lat B) ± (sin Lat A x sin Lat B)
Dis = cos-1 (cos 082⁰ 52.3’ x cos 33⁰ 00.0’ x cos 41⁰ 30.0ʹ) + (sin Lat 33⁰ 00.0’ x sin 41⁰ 30.0ʹ)
Dis = 63⁰ 58.2’ = 3838.2 nm
Dis = 2442.0 + 3838.2 + 40.0 = 5461.629504 NM Dis = 6320.2 nm
Q2.
(a) With the aid of Worksheet Q2(1), plot, on Worksheet Q2(2), the intended ocean passage, as
determined in Q1, from waypoint 36⁰ 10ʹS 175⁰ 30ʹE to waypoint 41⁰ 30ʹS 74⁰ 30ʹW. (20)
(b) Also on Worksheet Q2(2), sketch EACH of the following:

(i) the Peru (Humboldt) Current and the East Australian Current; (4)
(ii) the Sub Tropical Anticyclone (STAC); (2)
(iii) the prevailing air flow from the STAC that will affect the intended sea passage. (4)
(c) Outline the anticipated meteorological conditions of the ocean passage and how the prevailing wind
and currents may affect the ETA at Puerto Montt Pilot Station. (15)
Solution:
a)
b)
c)
The passage is largely through the Sub Tropical Anti Cyclone.

Light winds varying from northerly through variable to southerly in the circulation. Generally clear skies
and low precipitation.
Moderate temperatures.
Mid latitude depressions may be experienced during the latter part of the passage. with predominantly
strong north westerly winds, extensive cloud cover and precipitation, reducing the speed achieved.
A predominantly southerly swell from the strong winds around Antarctica is probable throughout the
passage which will reduce the speed achieved.
The East Australian Current does not affect the passage.
The Peru Current will give a northerly set toward the end of the passage requiring an offset and
extending the passage time.
Q3:
The fourth stage of the Voyage Plan, ‘Monitoring’, identifies that the primary means of position fixing
will be by the ship’s Global Navigation Satellite System, with Celestial Navigation as the secondary
means.
(a) With regard to position monitoring, outline the accuracy, availability and possible errors of EACH
of the following:
(i) GNSS; (7)

(ii) Celestial Navigation. (8)
(b) During the ocean passage, ship steering 090⁰T, at service speed, the OOW obtains the following
stellar observations:
Star Ship Time CZD TZD Bearing

SUHAIL 1852 hours 12º19.5ʹ 12º18.1ʹ 129ºT
SIRIUS 1900 hours 43º22.5ʹ 43º22.9ʹ 030ºT
RIGEL 1903 hours 38º45.5ʹ 38º46.0ʹ 283ºT
ALPHARD 1915 hours 83º22.6ʹ 83º21.4ʹ 185ºT
The 1900 hours satellite position of 32º58.0ʹS 158º33.0ʹW was used for the observation calculations.
Using Worksheet Q3, or other suitable means, plot the FOUR positions lines to represent 1900 hours
Ship Time. (16)
(c) Due to the inconsistencies within the FOUR stellar observations and with the satellite position, the
OOW calls the Master to the bridge. The OOW informs the Master that heavy cloud cover limited the
availability of stars for observation.
(i) State, giving reasons, the factors that the Master should consider when determining the ship’s
1900 hours position. (8)
(ii) Based on the factors in Q3(c)(i), state, giving reasons, the ship’s 1900 hours position. (4)
Solution:
a) i) GNSS:
Availability:
• Latitudes within system limits.
• Continuously.
Accuracy:
• <100m , <10m if DGPS available.
Sources of Random Error:
• Solar storms varying ionisation of upper atmosphere.
• Malicious or accidental signal interference.
• Input errors from ground stations.
• Low number of satellites above the horizon.
• Damage to satellites due to extreme solar radiation.
Sources of Systematic Error:
• Input error from ground stations.
ii) Celestial:
Availability:
• When cloud cover permits, and the horizon is visible.
• Twilight, planets and stars.
• Daytime, Sun, Moon, Venus, Jupiter.
• Throughout when cloud cover permits and an artificial horizon is available, all objects.
Accuracy:
• Approximately 1 NM in good conditions.
Sources of Random Error:
• Variations in refraction affecting the horizon or objects observed.
• Observational errors by the observer.
• Incorrect course and / or speed applied when transferring position lines.
Sources of Systematic Error:
• Sextant errors.
• Chronometer error.
• Errors in extraction of data.
b)
Star Ship Time Run time Run Dist CZD TZD Intercept Bearing
SUHAIL 1852 hours 8 min F 2.2 F 12º 19.5ʹ 12º 18.1ʹ 1.4 T 129º T
SIRIUS 1900 hours 0 min 0.0 43º 22.5ʹ 43º 22.9ʹ 0.4 A 030º T
RIGEL 1903 hours 3 min B 0.8 B 38º 45.5ʹ 38º 46.0ʹ 0.5 A 283º T
ALPHARD 1915 hours 15 min B 4.1 B 83º 22.6ʹ 83º 21.4ʹ 1.2 T 185º T
Drawing on next page

c) i) Factors the Master Should consider:
• Range of bearings affects effects of errors; wide range minimises these.
• Altitudes affect possibility of variable refraction, low altitudes most affected.
• Magnitude of stars affects ease of observation, low magnitudes easier to observe.
• Quality of the horizon affects precision of observations.
• Cloud cover, observations taken hastily in gaps may be inaccurate, stars may be misidentified.
ii) Ship 19:00 Position:

• Position is likely to be close to the GNSS position.
• Bearings are pairs in approximately opposite directions in approximately perpendicular pairs.
• Alphard and Suhail have high magnitudes.
• Alphard has a low altitude.
• Alphard was observed significantly later, the visibility of the horizon may have been deteriorating.
Position can be determined in two ways:

1. Assuming random not systematic errors, use all position lines as opposite pairs.
DLat 1.3’ S
Dep 0.9’ E
MLat = DR Lat ± DLat ÷ 2 = 32º 58.0’ + 00º 1.3’ ÷ 2 = 32º 58.7’ S
DLon = Dep ÷ cos MLat = 0.9’ ÷ cos 32º 58.7’ = 1.1’ E
DR 32º 58.0’ S 158º 33.0’ W

00º 01.3’ S 000º 01.1’ E
OP 32º 59.3’ S 158º 31.9’ W
2. Assume systematic error, reject Alphard, resolve cocked hat.
DLat 2.3 S
Dep 0.4 E
MLat = DR Lat ± DLat ÷ 2 = 32º 58.0’ + 00º 2.3’ ÷ 2 = 32º 59.1’ S
DLon = Dep ÷ cos MLat = 0.4 ÷ cos 32º 59.1’ = 0.5’ E
DR 32º 58.0’ S 158º 33.0’ W

00º 02.3’ S 000º 00.5’ E
OP 33º 00.3’ S 158º 32.5’ W
Q4:
During the voyage the World Wide Navigation Warning Service (WWNWS) will be an important source of
Maritime Safety Information.
(a) Define Maritime Safety Information, as outlined in the SOLAS convention. (4)
(b) State the obligations of the Master with regards to WWNWS. (6)
(c) Outline the main features of EACH of the following:

(i) Navarea warnings; (8)
(ii) Coastal Warnings; (8)
(iii ) Local Warnings. (6)
(d) State the purpose of EACH of the following:

(i) International SafetyNET service; (3)
(ii) Navtex service. (2)
Solution:
a) Maritime Safety Information is information about Navigational Warnings; Meteorological Warnings;
Meteorological Forecasts and Urgent Safety Related Messages.
b) Masters are required to make arrangements to ensure that all navigational warnings or other matters
relating to safety of life at sea are brought to their notice, or that of the navigating officer on watch at
the time, immediately on receipt and that a record is maintained of these.
c) i) As many as possible but not less than 8 of the following:

NAVAREA messages include: (ref Mariner’s Handbook.)
• Casualties to lights, fog signals, buoys;

• Dangerous wrecks in or near main shipping lanes;
• Major new aids to navigation or significant changes to existing ones;
• Large unwieldy tows in congested waters;
• Drifting hazards (derelicts, ice, mines, containers and other large items);
• SAR and anti-pollution operations;
• Newly discovered rock, shoal, reefs and wrecks likely to constitute a danger;
• Unexpected alteration or suspension of established routes
• Cable, pipe laying, seismic or submersible activities;
• Establishment of research or scientific instruments;
• Establishment of offshore structures;
• Significant malfunctioning of radio navigation services;
• Special operations which might affect the safety of shipping sometimes over wide areas e.g. naval
exercise, missile firing, space missions, nuclear tests etc.
• Acts of piracy and armed robbery against ships.
• Tsunamis and other natural phenomena such as abnormal changes to sea level;
• World Health Organization (WHO) health advisory information.
ii)
Coastal warnings are issued for information applicable in a particular coastal region (can be up to 250
miles off the coast). They are not restricted to main shipping lanes. They often supplement information
contained in a Navarea warning.
Broadcast by the country of origin at scheduled times and also on receipt when the urgency demands.
The authority responsible is the National Coordinator.
Transmission details in ALRS.
Transmitted in English.
Transmitted more frequently than Navarea warnings.
Promulgated by:
• RT
• VHF
• Navtex
iii)
LOCAL WARNINGS Covers the limits of jurisdiction of a port authority or a harbour out to a Fairway Buoy
/ Pilot station.
Issued by port, Pilotage or Coastguard authorities.
Messages are not intended for ocean going vessels unless visiting that particular port.
They may be in English or only in the national language
Supplement the coastal warnings by providing information not normally required by ocean going
shipping.
Means of promulgation is by VHF.
d)
i) SafetyNET is an international automatic direct-printing satellite-based service for the promulgation of
Maritime Safety Information (MSI), navigational and meteorological warnings, meteorological forecasts,
Search and Rescue (SAR) information and other urgent safety-related messages to ships.
These relate to the GMDSS area and coastal waters where Navtex is not available.
ii) Navtex (Navigational Telex) is an international automated medium frequency direct-printing service
for delivery of navigational and meteorological warnings and forecasts, as well as urgent maritime safety
information to ships.
Q5:
Due to a series of errors made by a junior officer, when undertaking celestial observations and
calculating ETAs at voyage waypoints, the Master needs to explain the principle of world-wide time
systems to the officer.
(a) Outline EACH of the following terms:

(i) Standard Time; (3)
(ii) Daylight Saving Time; (3)
(iii) Local Time in a port; (3)
(iv) Local Mean Time; (3)
(v) Zone Time; (3)
(vi) Longitude Into Time (Arc to time conversion). (3)
(b) To appraise whether the officer is now competent, the Master sets a test.
If the Local Time in Great Britain is 06:47:23, on the 3ʳᵈ April, determine the following times at
Eastport Pilot Station (44°54'N 66°59'W), Maine, USA:
(i) Universal Time; (3)

(ii) Standard Time; (3)
(iii) Local Time; (3)
(iv) Zone Time. (3)
Solution:
(a) Outline EACH of the following terms:

(i) Standard Time:
The legal time of a country. May not be directly related to longitude.
(ii) Daylight Saving Time:

An adjustment of Standard Time during summer months.
(iii) Local Time in a port:

Standard Time of the country, may be Daylight Saving Time.
(iv) Local Mean Time:

Related to the Mean Sun, Universal Time ± Longitude in Time.
(v) Zone Time:

Kept by vessels at sea, Longitude in Time to the nearest whole hour.
(vi) Longitude Into Time:

(Arc to time conversion). Longitude ÷ 15. (360° ÷ 24:00 = 15° / hour.)
(b)
i)
DST 3rd Apr 06:47:23
From the Nautical Almanac: DST starts on 01:00 31st March till 01:00 27th Oct.
UT 3rd Apr 05:47:23
ii)
UT 3rd Apr 05:47:23
TD Maine 05:00 -
ST 3rd Apr 00:47:23
iii)
LT = ST 3rd Apr 00:47:23 DST not applicable.
iv)
UT 3rd Apr 05:47:23
TZ 04:00 – (066º 59’ W ÷ 15 = 04:27:56) - Long West UT Best.
ZT 3rd Apr 01:47:23
October 2021
All questions relate to a 12,500 gt bulk carrier, service speed 15.0 knots.
The ship is to make a voyage from Cape Town, South Africa to Tubarao, Brazil, and Georgetown,
Guyana, during January.
The Charterer requires the ship to undertake a ‘Least Time’ voyage.
Q1.
The South Atlantic Ocean passage will be:
Dep Cape Town, waypoint 33º54ʹS 18º12ʹE.

Arr Tubarao landfall, waypoint 20º06ʹS 38º48ʹW.
(a) To appraise and plan the ocean passage, calculate EACH of the following:
(i) the Rhumb Line course and distance; (10)

(ii) the Great Circle initial course; (6)
(iii) the Great Circle final course; (6)
(iv) the Great Circle distance. (6)
(b) The ship commences the Great Circle ocean passage at 2015 hours, on the 15th January, South Africa
Standard Time.
A navigation warning has been received, giving details of shipping containers lost overboard from a ship.
The last known position of the containers is stated as 30º58ʹS 08º04ʹW.
Due to the proximity of the containers to the planned Great Circle track the Master requires further
information.
Assuming the Departure Cape Town position is the vertex of the Great Circle, determine EACH of the
following:
(i) the distance that the Great Circle track will pass to the south of the last known position of the
containers;
(ii) the ETA, Zone Time, that the ship will be to the south of the last known position of the
containers.
Solution:
a)
i)
Lat MP Long
CT 33º 54’ S 2151.19 S 018º 12’ E
Tub 20º 06’ S 1223.49 S 038º 48’ W
d 13º 48’ N 927.70 N 057º 00’ W
d 828.0 3420.0
Co = tan-1(DLong ÷ DMP) = tan-1 (3420.0 ÷ 927.70) = 74.8º = N 75º W ~ 360º = 285º

Co = 285º
Dis = DLat ÷ cos Co = 828.0 ÷ cos 74.8º = 3162.8 nm

Dis = 3162.8 nm
ii)
A = tan Lat IP ÷ tan DLong = tan 33º 54’ ÷ tan 057 º 00’ = 0.43638 N
B = tan Lat FP ÷ sin DLong = tan 20º 06’ ÷ sin 057 º 00’ = 0.43634 S
C = A ± B = 0.436…N - 0.436…S = 0.00004 N
Co = tan-1 (1 ÷ (C x cos IP)) = tan-1 (1 ÷ (0.000… x cos 33º 54’)) = 89.998º
ICo = N 90º W ~ 360º
ICo = 270º
iii)
A = tan Lat IP ÷ tan DLong = tan 20º 06’ ÷ tan 057º 00’ = 0.23765 N
B = tan Lat FP ÷ sin DLong = tan 33º 54’ ÷ sin 057º 00’ = 0.80123 S
C = A ± B = 0.237…N ~ 0.801…S = 0.56358 S
Co = tan-1 (1 ÷ (C x cos IP)) = tan-1 (1 ÷ (0.563… x cos 20º 06’)) = 62.1º
ICo BA = S 62º E
FCo = N 62º W ~360º = 298º
iv)
Cos Dist = (cos DLong x cos Lat A x cos Lat B) +/- (sin Lat A x sin Lat B)
Dis = cos-1 (cos 057º 00’ x cos 33º 54’ x cos 20º 06’) +/- (sin 33º 54’ x sin 20º 06’)
Dis = 51.96º x 60 = 3117.6 nm
Dis= 3117.6 nm
b)
i)
VW PV
CT 33º 54’ S 018º 12’ E
Cont. 30º 58’ S 008º 04’ W
Wpt. 008º 04’ W
DLong 026º 16’ 90-W 90-P
PV = PA = 56º 06’ 90-PW
P = 026º 16’
PW?
sin mid = tan adj x tan adj

tan adj = sin mid ÷ tan adj
tan (90º – PW) = sin (90º – P) ÷ tan PV
PW = 90º – tan-1 (sin (90º – 026º 16’) ÷ tan 56º 06’)
PW = 58º 55.6’ ~ 90º
Lat W 31º 04.4’ S
Lat Cont. 30º 58.0’ S
DLat 00º 06.4’ x 60
Dis = 6.4 nm
ii)
sin mid = tan adj x tan adj
tan adj = sin mid ÷ tan adj
tan VW = sin PV ÷ tan (90 – P)
VW = tan-1 (sin 56º 06’ ÷ tan (90º – 026º 16’))
VW = 22º 16.5’ x 60 = 1336.5 NM
ETD 15th Jan 20:15 ST

TD 02:00
ETD 18:15 UT
PT 03 17:06 (1336.5 ÷ 15.0)
ETA 18th Jan 35 21 UT
+01 -24
ETA 19th Jan 11:21 UT
TZ 01:00 (008º 04’ W ÷ 15 = 00:32:16 = 01:00)
ETA 19th Jan 10:21 ZT
Q2.
(a) Using Worksheet Q2, sketch and name the following meteorological and oceanographic features for
January:
(i) the atmospheric pressure systems; (4)

(ii) the prevailing wind systems; (8)
(iii) the ocean currents. (8)
(b) State TWO factors as to the reason why Tropical Revolving Storms are very infrequent in the South
Atlantic Ocean. (4)
(c) On Worksheet Q2, sketch the Rhumb Line track and the approximate Great Circle track from Cape
Town to Tubarao. (4)
(d) With reference to Worksheet Q2, outline the factors to be considered when assessing whether the
Rhumb Line track or the Great Circle track will offer the required ‘Least Time’ passage. (10)
Solution:
a)
b)
Tropical Revolving Storms are very infrequent in the South Atlantic Ocean because:
• the Inter Tropical Convergence Zone does not move south of the Equator
• the sea surface temperature is low due to the cold Benguela Current.
c)
On chartlet.
d)
Factors are:
• Great circle distance is less than the Rhumb line distance.
• Wind affects vessels with high superstructure or deck cargo.
• Wind and swell waves reduce speed to varying extents depending on the relative direction.
• Ocean currents may be adverse or favourable.
• Reduced visibility may require speed reduction.
Q3.
At sunrise on the 23rd January, DR 28º47ʹS 30º18ʹW, an observation of the SUN gave a bearing of 110ºC.
Variation 3½º E.
(a) Determine the deviation of the magnetic compasses. (15) (Error in the word Compasses)
(b) At 1140 hours, Ship Time, the Third Officer informs the master that a compass error, by azimuth of
the SUN, has shown an unexpected deviation of 2ºE.
(i) State, giving reasons, which observation would be the most reliable. (7)
(ii) State any discussion and advice that the Master may consider appropriate with the Third Officer
regarding his observation of the SUN. (10)
Solution:
SR 30 S 05:21 LMT
20 S 05:38 LMT
28 47 S 05:23 LMT
LiT 02:01 W (030º 18’ W ÷ 15)
SR 07:24 UT
Dec S 19º 26.9’

D (-0.6) -00.2’
Dec S 19º 26.7’
TB = cos-1 (sin Dec ÷ cos Lat) = cos-1 (sin 19º 26.7’ ÷ cos 28º 47’) = 67.7º = S 67½ E ~ 180
TB 112½º
CB 110º –
CE 002½º E
Var 003½º E -
Dev 1º W
b)
i)
• The observation at Sunrise would be the most reliable.
• Measurement of the Compass Bearing is best looking horizontally.
• The Latitude is low, the Sun is moving nearly vertically, judgement of the point at which to
measure the bearing, when the Lower Limb in a semi diameter above the visible horizon, is easy.
• The bearing is changing slowly.
• The calculation uses the Declination of the Sun, which changes slowly, not the Hour Angle.
• Timing of the observation is relatively uncritical.
ii)
The Master should encourage the OOW to think about:
• The time of observation, early in the 08:00—12:00 watch gives a more accurate observation. The
Altitude of the sun at 11:40 is near to its maximum.
• The vessel’s Latitude and the Sun’s Declination are similar.
• The Sun’s altitude would have been approximately 80° at the time of observation.
• The difficulty of accurate measurement of the bearing of a body at high altitude.
• The bearing would have been changing rapidly at the time of observation.
• An error in timing the observation would lead to an error in the calculation of the True Bearing.
Q4.
The appraisal of a safe landfall is an important aspect of ocean passage planning.
(a) State, giving reasons, SIX factors to consider when planning a safe landfall. (18)
(b) The ship is expected to make visual landfall by sighting the Tubarao Point light during the first hour
of the 0400 hours – 0800 hours watch, 25th January.
Charted characteristics of light: FlWR10s23m18M

Height of Eye 12.0 m.
The forecast is for N’ly winds of Force 4, visibility 10 to 15 miles, occasional rain showers.
During the evening of 24th January, the Master compiles Night Orders regarding the expected landfall.
(i) To provide specific guidance to the OOW, determine, with reference to Datasheets Q4(1) and
Q4(2), the predicted range at which Tubarao Point light will be first sighted. (6)
(ii) State, with reasons, the other instructions and guidance that should be included in the Master’s
Night Orders on the evening of the 24th January, to assist the OOW in making a safe landfall. (24)
Solution:
a) Any six relevant factors of the following:

(Remark – Markers will only mark the first six if you give more than the required number)
• Availability of Navigation Aids during approach.

• Availability of celestial observations during approach.
• Probable visibility.
• Ranges of available lights.
• Probability of other lights which may obscure navigational lights.
• Availability of radar targets for position fixing.
• Height and profile of coastal features.
• Strength and direction of tidal streams.
• Strength and direction of currents.
• Strength and direction of prevailing winds.
• Availability of large scale charts.
• Water depths in the area.
• Available methods for ascertaining and monitoring position.
• Ease of identifying features of shoreline.
• Probable traffic density.
• Probable time of day of landfall.
• Probability of ice in the area.
• Nature of coastline, ease of identifying landfall.
• Currency of relevant publications.
b)
i) From the worksheet
Geographical Range. HoE 12m. E 23m. 12.4 nm.
Luminous Range. NR: 18 nm / Vis: 10—15 NM. 10—23 nm.
Predicted Range = The lowest = 12.4 nm.
ii) The Master’s Night Orders for Landfall should remind the OOW to:
(Remark: Not an exhaustive list, other relevant orders can be considered)
• Call the Master at any time if in need of assistance.

• Call the Master in the event of:
• making the landfall unexpectedly or not making the landfall as scheduled.
• detecting unexpected features or failing to detect those expected.
• Use long range radar scanning to detect land as early as practicable.
• Use the largest scale chart available for the approach period.
• Inspect the chart for adequate under keel clearance on the intended track.
• Employ primary and secondary position fixing systems at regular intervals.
• Check performance of radar / ARPA.
• Have the echo sounder operational and monitor the actual under keel clearance.
• Avoid use of low-lying islands and employ prominent Radar Conspicuous targets.
• Employ a rising distance if and when approaching a lighthouse feature.
• Be aware of the increased probability of traffic and small craft.
• Monitor weather forecasts.
• Be aware of the effects of haze or low cloud.
Q5.
The Master, the senior member of ‘Management Level’, is required to “ensure that all functions within
the designated area of responsibility are properly performed.” (STCW 1978, as amended.)
Whilst on passage observations of an inexperienced OOW’s Bridge watchkeeping practices, the Master
notes deficiencies regarding the OOW’s procedure for handing over the watch and the monitoring of
shipboard operations.
Guidance is contained in Statutory Publications regarding ‘Handing Over the Watch’ and ‘Monitoring
Shipboard Operations’.
(a) State EACH of the following:

(i) THREE requirements that the OOW must ensure prior to commencing handing over the watch,
whilst on passage, to the relieving OOW; (9)
(ii) TWO situations when the OOW should not hand over the watch, whilst on passage, to the
relieving OOW; (4)
(iii) FIVE requirements to ensure that the OOW is maintaining a high level of general awareness of
the ship and its routine operations whilst on passage. (15)
(b) The Master requires the OOW to study publications regarding ‘handing over the watch’ and the
‘monitoring of shipboard operations’.
State TWO publications, required to be carried on board, that would assist the OOW in these matters. (4)
Solution:
a)
i)
Handing Over the Watch - The OOW shall:
• ensure that the members of the relieving watch are fully capable of performing their duties
• ensure that the vision of the relieving watch is fully adjusted to the light conditions
• ensure that all standing orders and the Master’s night orders are fully understood
ii)
The OOW shall not hand over the watch:
• if there is reason to believe that the relieving officer is not capable of carrying out the
watchkeeping duties effectively, in which case the Master should be notified when a manoeuvre is
in progress until such action has been completed
iii)
• The OOW should maintain a high level of general awareness of the ship and its routine operations.
• Maintaining a general watch over the ship’s decks.
• Monitoring, where possible, people working on deck and any cargo or cargo handling equipment.
• Monitoring machinery status.
• Ensuring that weather and sea state are taken into account when determining the safety of on
board activities.
• Supervision and control of the ship’s safety and environment systems.
b)
• STCW
• ICS Bridge Procedures Guide
July 2021
All questions refer to a 5,000 gt cargo ship, chartered to transport an offshore drill derrick from
Shirehampton, UK, to Rotterdam, Netherlands
Q1:
The drill derrick is scheduled to be loaded at Shirehampton (ATT UK & Ireland, Index No. 523a.) on the
morning of 19th March.
Port regulations stipulate that ships, whilst manoeuvring in the vicinity of Shirehampton berths, must
maintain a minimum clearance of 1.5 m beneath the cargo gantry cranes.
Due to weather forecasts, indicating wind strengths above the permitted loading operation parameters,
the Master is concerned that significant delays may result in the ship becoming neaped.
(a) From the following information:

Vertical Clearance, above HAT, of gantry cranes 17.5 m.
The drill derrick extends 23.5 m above the deck level.
Draught on departure 4.7 m
Keel to deck level 8.9 m
Identify the last predicted Low Water at Shirehampton that will allow the ship to manoeuvre off the
berth prior to the ship becoming neaped. (20)
(b) Loading operations are actually completed at 1500 hours on the 20th March and the ship is preparing
for port departure.
A 45 minute period of time has been allocated for the unmooring operation and the manoeuvre to clear
the berths.
Determine the latest time that the ship can commence the unmooring operation so as to clear the berth,
complying with the Port regulations. (15)
Solution:
CLR 1.5 Bridge or Cable
DD: 23.5
CH 17.5
(K to DK) – D =
8.9 – 4.7 = 4.2 HAT
Water Line
HoT
HAT 14.0
HoT + ((K to Dk)-D) + DD + Clr = CH + HAT Chart Datum
HoT = CH + HAT – ((K to Dk)-D) + DD + Clr)
HoT = 17.5 + 14.0 – ((8.9-4.7) + 23.5 + 1.5)
HoT = 2.3 m
MLWS MLWN
SPU 3.5 0.9
SCSP 0.0 0.0
SPP 3.5 0.9
D -0.8 0.0
2PP 2.7 0.9
SC2P 0.0 0.0
2PP 2.7 0.9
MLWS HoT MLWN

2P 2.7 2.3 0.9
SP 3.5 ? 0.9
HoT SP = 3.5 + (2.3 – 2.7) ÷ (0.9 – 2.7) x (0.9 – 3.5) = 2.9
Last LW 2nd March - 05:26 - 2.6m
b)
HW LW HW R
SPP 22:17 1.8 12.0 10.2
-SCSP 0.0 0.0
SPU 1.8 12.0
D 00:00 -0.3 -0.7
2PU 1.5 11.3
SC2P 0.0 0.0
2PP 22:17 1.5 11.3
Tidal curve on next page:
From curve:
HW 22:17
TI 04:55 BHW
T 17:22
D 00:45 -
CU 16:37
Q2.
The 4 hours outbound pilotage passage, from Shirehampton to the Pilot disembarkation position, will be
with surveillance and assistance from the Avonmouth Vessel Traffic Service.
Statutory publications specify the functions of Vessel Traffic Services.
(a) State EACH of the following:

(i) the main functions of Vessel Traffic Services; (7)
(ii) the information that a Vessel Traffic Service should provide to assist in the safe navigation and the
protection of the marine environment. (4)
(b) Outline the Master’s responsibilities with respect to the outbound pilotage passage:
(i) prior to the commencement of the pilotage passage; (8)
(ii) upon the arrival of the pilot on the bridge; (8)
(iii) during the pilotage passage. (6)
(c) In the event of the Master’s absence from the bridge during the pilotage passage, outline the
procedure the OOW should follow if in doubt of the Pilot’s intentions. (5)
Solution:
a)
i) the main functions of Vessel Traffic Services (Ref MGN 401):
Provides three services:
Traffic Organisation Service – Information Service – Navigational Assistance Service.
ii) Information provided:
• The allocation of water space;

• Specific information, such as traffic congestion and advice about vessels with VTS sailing / route
plans;
• Amendments and changes in promulgated information concerning the VTS area such as
boundaries, procedures, radio frequencies, reporting points;
• Specific information such as traffic congestion and special vessels with limited manoeuvrability
which may impose restrictions on the navigation of other vessels or any other potential
hindrances.
• Meteorological and hydrological conditions, notices to mariners, status of aids to navigation;
limited manoeuvrability that may impose restrictions on the navigation of other vessels, or any
other potential hindrances
b)
Master’s responsibilities:
i) Prior to commencement of pilotage:
1. “the master shall ensure that the intended voyage has been planned using the appropriate nautical
charts and nautical publications for the area concerned” SOLAS Chapter V/Reg 34
2. Ensure Pilot Boarding arrangements are in place as advised by port authorities.
3. Ensure Ship’s engines are ready for manoeuvring.
4. Before the pilot boards the OOW should have filled in a pilot card similar to that shown in the Bridge
Procedures Guide
ii) upon the arrival of the pilot on the bridge:

• Pilot card should be handed over and discussed with the pilot.
• The master should make sure the pilot has read the pilot card and any points requiring
clarifications are addressed.
• The Master and Pilot should discuss the proposed passage plan and any concerns brought to the
Pilot’s attention, so that he/she can clarify their reasoning behind the chosen route.
• Any serious deviation from the ships prepared plan must be discussed in detail.
• Local regulations and any other relevant information should be discussed.
iii) During the pilotage passage:

• Interact with the pilot providing confirmation of his directions and feedback when they have been
complied with;
• monitor at all times the ship’s speed and position as well as dynamic factors affecting the ship
(e.g., weather conditions, manoeuvring responses and density of traffic);
• Monitor OOW and Helmsman performance and confirming the ship’s position us being monitored
at appropriate intervals, alerting the pilot to any perceived inconsistencies.
C) If OOW is in doubt they should:

• Call the master
• Raise the concern with the pilot
• If still concerned, take appropriate action.
Q3.
Coastal passage from Avonmouth Pilot Station to Wolf Rock waypoint, 49º53ʹN 05º51ʹW, distance 135
miles;
Wolf Rock waypoint to Lizard Point waypoint, 49º53ʹN 05º12ʹW;
Lizard Point waypoint to Start Point waypoint, 50º08ʹN 03º45ʹW;
Start Point waypoint to Dover Straits TSS waypoint, 50º20ʹN 00º05ʹE;
Coastal from Dover Straits TSS waypoint to Rotterdam Pilot Station, distance 182 miles.
(a) Determine the total distance from the Avonmouth Pilot Station to the Rotterdam Pilot Station. (25)
(b) The Avonmouth Pilot is disembarked at 1810 hours 22nd March, Standard Time.
To meet the tidal requirement at Rotterdam, the Rotterdam Pilot is to be embarked at 1500 hours 24th
March, Standard Time.
The coastal passage from the Dover Straits TSS waypoint to the Rotterdam Pilot Station will be at
manoeuvring speed, full ahead, 10.5 knots.
Determine the speed required from the Avonmouth Pilot Station to the Dover Straits TSS waypoint in
order to meet the ETA requirement at Rotterdam Pilot Station. (15)
Note: Assume no Tidal Stream throughout.

Solution:
a)
APS to WR (Coastal) = 135 nm
WR to LP (Parallel Sailing):
WR 49 53 N 005 51 W
LP 49 53 N 005 12 W
D 00 00 000 39 E
Dist = DLong x cos Lat = 39.0 x cos 49 53 = 25.1 nm
LP to SP (Plane Sailing):
LP 49 53 N 005 12 W
SP 50 08 N 003 45 W
D 00 15 N 001 27 E
15.0 87.0
MLat = (Lat A ± Lat B) ÷ 2 = (49 53 + 50 08) ÷ 2 = 50 00 30

Dep = DLon x cos MLat = 87.0 x cos 50 00 30 = 55.9128282
Co = Tan -1 (Dep / Dlat) = Tan -1 (55.9 / 15.0) = 75.0
Dist = Dlat/cos Co = 15.0 / cos 75.0 = 57.9 nm
SP to DS (Plane Sailing):
SP 50 08 N 003 45 W
DS 50 20 N 000 05 E
D 00 12 N 003 50 E
12.0 230.0
MLat = (Lat A ± Lat B) ÷ 2 = (50 08 + 50 20) ÷ 2 = 50 14
Dep = DLon x cos MLat = 230.0 x cos 50 14 = 147.122403
Co = Tan -1 (Dep / Dlat) = Tan -1 (147.122403/ 12.0) = 85.33700
Dist = Dlat/cos Co = 12.0 / cos 85.33700 = 147.6 nm
DS – RP (Coastal) = 182 nm
Total Dist = 135 + 25.1 + 57.9 + 147.6 + 182 = 547.6 nm
Dist = 547.6 nm
b)
ETA 24th Mar 15:00 ST
TD 01:00 -
ETA 24th Mar 14:00 UT
ETD 22nd Mar 18:10 UT
PT 2 days -04:10
-1 day 24:00+
PT 1 day 19:50
PT (hrs) 43:50
DS-RP 17:20 DS – RP 182NM ÷ 10.5kn = 17:20

APS-DS 26:30
Dis APS-DS 365.6 (547.6 – 182.0)
Sp = 365.6 / 26:30 = 13.8 kts
Sp = 13.8 kts
Q4.
During the month of March, the south coast of England is an area susceptible to reduced visibility due to
Radiation Fog.
(a) Explain the process by which Radiation Fog may occur over the coastal waters of South England. (10)
(b) In anticipation of reduced visibility, Parallel Indexing is to be used during critical parts of the
passage.

(i) the reason why Parallel Indexing should not be the ‘Primary’ means of monitoring the vessel’s
position; (2)
(ii) FOUR factors to consider when determining a suitable reference point for a Parallel Index; (4)
(iii) the precautions contained within the current MCA guidance, with respect to the radar, when
using Parallel Indexing. (8)
(c) Parallel Indexing may be used with different radar configurations.
Explain the radar screen presentation and the movements of PI lines when Parallel Indexing on EACH
of the following ground stabilised modes:
(i) Relative Motion; (5)
(ii) True Motion. (5)
(d) Current MCA guidance advises that the adjustment of a radar heading marker should not be carried
out “when alongside a berth using the berth’s alignment.”
Outline THREE reasons why using the berth alignment is bad practice. (6)
Solution:
a)
This type of fog forms on clear, cold nights when the ground surface cools. During the night the ground
surface becomes progressively colder and air in contact with the ground cools by conduction. If the air is
still dew or hoar frost may develop. If a light breeze is blowing there will be a shallow layer of air near
the ground in which the airflow is turbulent. Because of the turbulence cooling is spread through the
layer. If the air reaches its dewpoint, radiation fog will develop. Most radiation fog lies in a shallow
layer and does not extend above 150m.
The fog forms well under the clear skies on long winter nights and when the air has a high relative
humidity at sunset, especially after rain or near open water. The fog is common near river estuaries in
the autumn.
b)
i) Parallel indexing does not indicate the ship’s progress along it’s track but rather if the ship is on or off
the track. PI should not remove the requirements to monitor position by all available means including
visual means.
ii) Any four of the following:

Radar conspicuous & easily identified.
Unlikely to be confused with others.
Situated so as to provide continuous monitoring of the passage and not be lost before the next PI line.
Unlikely to be obscured by ship shadow sectors.
At moderate ranges.
iii) Ref MGN 379:

“Some older radars may still have reflection plotters. It is important to remember that parallel
index lines drawn on reflection plotters apply to one range scale only. In addition to all other
precautions necessary for the safe use of radar information, particular care must therefore be
taken when changing range scales.
The use of parallel indexing does not remove the requirement for position fixing at regular
intervals using all appropriate methods available including visual bearings, since parallel
indexing only indicates if the ship is on or off track and not its progress along the track.
When using radar for position fixing and monitoring, check:
(i) the identity of fixed objects,
(ii) the radar’s overall performance,
(iii) the gyro error and accuracy of the heading marker alignment,
(iv) that parallel index lines are correctly positioned on a suitable display, and
(v) the accuracy of the variable range marker, bearing cursor and fixed range rings”
C) Ref MGN 379

i) Relative Motion:
• On a relative motion compass-stabilised radar display the trace origin is stationary, centred or
offset.
• Parallel Index lines are parallel to the planned ground track at a perpendicular distance (cross
index range or offset) equal to the planned passing distance off an appropriate fixed target
and remain in position relative to own ship.
ii) True Motion:

• Own ship moves across the display at the true course and speed of the vessel.
• Parallel index lines are fixed relative to the trace origin and move across the display at the
same rate and in the same direction as own ship.
C)
Reasons not to use berth alignment:
1. The direction of the berth is difficult to establish with the required accuracy.
2. The vessel’s centreline may not be precisely parallel to the berth face.
3. It is difficult to assess whether the heading marker is precisely aligned with the vessel’s
centreline.
Q5.
Whilst proceeding in the middle of the appropriate traffic lane through the Dover Straits Traffic
Separation Scheme, during restricted visibility, course 022ºT, the speed has been reduced to 6.0 knots.
Worksheet Q5 shows the radar plot between 0730 hours and 0742 hours using a radar range of 6.0 miles.
Targets A and C have been identified as cross channel ferries, using the French port of Boulogne.
Target B has been identified as ZC1 buoy, marking the eastern edge of the NNE traffic lane.
(a) Determine the course, speed and CPA distance of Targets A, C and D. (15)
(b) Outline the apparent movement of Targets A, C and D with respect to the Traffic Separation Scheme.
(6)
(c) State the set and rate of the tidal stream experienced. (4)
(d) The bridge team are discussing the appropriate action required to resolve the developing situation.
With respect to IRPCS, safe navigation within a Traffic Separation Scheme and any other factors, outline
EACH of the following:
(i) FIVE considerations for a reduction of speed; (5)
(ii) THREE considerations for an increase of speed. (3)

(e) At 0806 hours, after having taken manoeuvring action, Targets A, C and D have passed clear and the
risk of collision with these THREE targets no longer exists. ZC1 buoy is now bearing 018ºT, range 2.2
miles.
Find EACH of the following:
(i) the required course to pass ZC1 buoy at CPA 0.5 mile; (10)
(ii) the time at which ZC1 buoy will be at the CPA position. (4)
Note: Assume tidal stream constant and ship speed 6.0 knots throughout.
Solution:
A C D
Co 112 295 007
Sp 9.0 8.0 11.5
CPA 0.0 0.7 0.4
Sp = WA ÷ T
A = 1.8 ÷ 00:12 = 9.0
C = 1.6 ÷ 00:12 = 8.0
D = 2.3 ÷ 00:12 = 11.5
b)
A and C are crossing the Traffic Separation Scheme at right angles.
D is joining the NNE Traffic Lane at a shallow angle.
c)
Set 155
Rate = 0.3 ÷ 00:12 = 1.5
d)
i) Five considerations for reduction of speed:
1. Increasing Target A CPA
2. Increasing Target B CPA
3. In compliance with Rule 19
4. Speed reduction is less likely to be detected by other vessels
5. Speed reduction will decrease Targets B & C’s CPA
ii) Three considerations for increasing speed:

1. In compliance with rule 19
2. Will increase CPA for targets A,B & C
3. Less likely to be detected by other vessels than a course alteration.
e)
i) 357⁰
ii) AC ÷ OA x T = 2.2 ÷ 1.1 x 00:12 = 00:24 + 08:06 = 08:30
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Chief Mate Written Prep

General SQA rules & Guidance

General Guidance on Exam Workings

Past Papers & Solutions

Table of Contents ............................................................................................................................ 3

Time Management Guidance ........................................................................................................... 4

Topics Frequency in MCA Exam Papers .......................................................................................... 14

General SQA rules & Guidance ...................................................................................................... 16

General Guidance on exam workings............................................................................................. 18

MCA Past Papers and Solution........................................................................................................ 20

November 2022 ..........................................................................................................................................23

October Example: Date of first class? Date of first tutorial?

December Example: Date of the start of the holidays?

January Example: What date do you return to college?

Co tidal. Tidal Stream

Tide Secondary port

Great Circle - Limiting Lat

Great Circle - distance off

SAR Relative Velocity

Electronic Navigation Systems

Tide Standard port

Radar. Parallel Index.

• Have the knowledge.

1. Read the whole paper through.

2. Answer the question.

a) Read the question carefully.

3. Put your ideas in logical order.

4. Maximise the points you make.

5. Allocate your time.

6. Attempt all questions asked for.

7. Don’t show your ignorance.

8. If time runs out.

9. Avoid panic but welcome nerves.

a) Know your subject (this is the best panic killer).

c) Take two or three deep breaths.

e) Answer the easiest question first; it helps to build up self-confidence.

Co tidal. Tidal Stream 8 1 1 1 1 1 1 1 1

Great Circle - Limiting Lat 7 1 1 1 1 1 1 1

Tide Secondary port 6 1 1 1 1 1 1

Great Circle - distance off 5 1 1 1 1 1

SAR Relative Velocity 4 1 1 1 1

Electronic Navigation Systems 3 1 1 1

Mercator Sailing, + Waypoint 3 1 1 1

Tide Standard port 2 1 1

Radar. Parallel Index. 1 1

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

Grade Number Percentage Marks

There is no appeal process as the MCA examiner’s decision is final.

Attempt ALL questions

Marks for each question are shown in brackets

commence at 35° 00'N 141° 00'E;

(a) Calculate the Longitude of the vertex. (12)

sin (90-P) = Tan PV x Tan (90-PA)

Long A: 141° 00’ E

Plot: See Worksheet

Plot: See Worksheet

(i) predominant currents; (8)

(ii) pressure systems; (4)

(iii) prevailing winds. (6)

See worksheet for all of (c) above.

North Equatorial current

sin 35 = cos 39 x cos AV

Dist = dlong x cos Lat = 2102.5 x cos 51°