R.

Karthick REVISION FUNCTION 1

 ECHO SOUNDER

Errors of Echo Sounder:

• Velocity of propagation in water:- The velocity changes with temperature salinity & pressure. The velocity of the
acoustic wave assumed at the temperature of 16 degree C & Salinity of 3.4% is 1505 m/sec, but generally it is taken as
1500 m/sec for calculations. As velocity is varying hence depth recorded will be erroneous. Depth indicated in Fresh
water can be about 3% higher than the actual depth. NP 139 can be referred in order to obtain the corrections. To
compensate the error due to temperature variation, a component called “thermistor” may be mounted near the
transducer & change in velocity of the acoustic wave through water from the standard value due to the change in sea
water temperature is accounted for. Error due to pressure is not so significant.

• Stylus speed error:- The speed of the stylus is such that the time taken by the stylus to travel from top to bottom on
chart is same as the time taken by sound waves to travel twice the range selected, but due to fluctuation in voltage
supplied to stylus motor, will cause error in the recorded depth.

• Pythagoras error:- This error is found when two transducers are used, one for transmission and the other one for
reception. This error is calculated using the Pythagoras principle. This error becomes prominent whenever distance
between two transducer is more than 2 mtrs, manual should be referred in order to use the table for corrections.

• Multiple echoes:- The echo may be reflected no. of times from the bottom of the sea bed, hence providing the multiple
depth marks on paper.

• The thermal and density layers:- The density of the water varies with temperature and salinity, which all tends to form
different layers. The sound wave may be reflected from these layers.

• Zero line adjustment error:- If the zero is not adjusted properly, it will give error in reading.

• Cross noise:- If sensitivity of the amplifier is high, just after zero marking a narrow line along with the several irregular
dots and dashes appear and this is called cross noise. The main reasons for the cross noise are aeration and picking
up the transmitted pulse. If intensity of cross noise is high, it will completely mask the shallow water depths. This is
controlled by swept gain control circuit.

• Aeration:- When the sound wave is reflected from the reflected from the air bubbles, it will appear as dots, this is known
as aeration.
• Aeration can be due to pockets of bubble due to heavy weather.
• Rudder hard over causing drastic alteration of course.
• Pitching in light condition.
• Whilst astern propulsion. (Switch over to forward transducer if available.)
 1 Heading marker alignment.

Radar error
2 EBL not alignment.
3 Gyro input with error.
4 Improper tuning.
5 Improper range.
6 Blind sector.
7 Adjustment rain clutter/sec clutter.
Errors 8 Own vessel date input error.
9 Range & bearing discrimination.
1. Index error: This is the difference between the actual range between two points 10 Beam with distortion.
11 Side lobe echo.
on a map and the range detected by the radar. This error can be observed when the
12 Multiple echo.
vessels seat abeam between two points. 13 Second trace echo.

2. Beamwidth error: When the radar beam from the vessels moves away from the
vessel, the width of the beam tends to widen. This causes distortion of the objects
being detected. This distortion error increases as the vessel moves further away
from the vessel.

3. Attenuation error: Attenuation is caused by the absorption and subsequent

scattering of the beam energy as it is transferred through the atmosphere. This
usually leads to a significant reduction in the strength of the echo. Attenuation is
more pronounced in instances where there are a high frequency and short
wavelengths.

4. Double echoes: These happen when the radar signals bounce off some parts of the
ship and back into the receiver.

5. Multiple echoes: Multiple echoes occur as a result of several reverberations of the

echoes from a different ship and from own ship multiple times. The display screen may
show more than two or three objects being detected.

6. Indirect wave error: When a radar beam is emitted from the vessel, it is supposed to
travel in a straight line directly to the contact. However, there are instances where the
beam falls into the sea and it is deflected further which makes it travel a longer distance
than if it would have traveled in a straight line.

"
.
 ARPA
ARPA (Automatic Radar Plotting Aid) is a computerised additional feature to the Radar.
ARPA takes feed of the own ships course and speed, and target’s course and speed, and
calculates the collision avoidance data and simplifies the need for the users to calculate the
data themselves. ARPA provides various other additional features and controls as well.

Carriage Requirement of Radar and ARPA.

The Chapter V of SOLAS details the carriage requirement of Radar and ARPA onboard ships

In the simplest words, they are as follows:-

• All ships of 300 GRT and above and all passenger vessels shall be fitted with a 9 GHz Radar and an
electronic plotting aid.
• All ships of 500 GRT and above shall be fitted with an automatic tracking aid to plot the range and bearing
of other targets.
• All ships of 3000 GRT and above, a 3 GHz Radar or a second 9 GHz Radar which are functionally
independent of the first 9 GHz Radar. A second automatic tracking aid to plot the range and bearing of
other targets, which is functionally independent of the first electronic plotting aid.

Standard regulations dictate that a wire must be replaced when 10% of the visible strands are broken within a length of
nineteen times the diameter. This is a fair guideline and is to be the worst condition into which the wire is allowed to fall,
before replacing it.
Synoptic chart (also termed "synopsis"): - A weather chart reflecting the state of the atmosphere
over a large area at any given (current or recent) moment.

Prognostic chart (also termed "prognosis"): - A weather chart reflecting the likely (or estimated)
state of the atmosphere over a large area at any given time period in the future. These times can
be 12, 24, 36, or 48 hr periods.
Aviation prognostic charts give possible weather changes over much shorter time frames, than
general forecasts, which can run up to 4 days ahead. New prognostic charts for aviation are
usually issued every 6 hrs.

List V - List of Ship Stations and Maritime Mobile Service Identity Assignments
 Behaviour of GYRO at high latitude ?

EFFECT OF IMPERFECTION IS MAGNIFIED LAT ADJUST BECOME CRITICAL SPEED

ERROR INCREASE DUE TO DECREASE OF ROATIONAL SPEED OF EARTH. BALLASTIC
DEFLECTION INCREASE COMPASS IS SLOW TO RESPONSE TO CORRECTIVE
FORCES GYRO BECOME USE LESS AFTER 85 DEG LAT DAMPING ERROR IS EQUAL
TO TAN LAT. GYRO CONTINUESLY LOOSE HER HORIZONTAL FORCE AFTER 85 DEG

It is not so much of a failure but an Heading offset caused by

"Speed Error"
The speed error is an error generated when a vessel/aircraft in which a gyrocompass is installed
transits a course other than east or west. Its value is determined depending on the ship's speed,
course, and latitude. (It is not related to the kind or type of gyrocompass.)
The north-seeking tendency of a gyrocompass is based on the earth's rotation. When a ship sails, the
resultant motion of the ship's motion and the earth's rotation acts on the north-seeking tendency of
the gyro. If the course of the ship deviates towards the north or south, the direction of the resultant
motion deviates north or south and thus an error occurs because the north-seeking force of the gyro
acts perpendicular to this resultant motion. That is, the speed error is the angle of the difference
between this resultant motion and the east-west direction.
 OF
RECOVERY
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PENDANTS
.
The thickness of the arrow indicates the wind force.
The circle also encloses 3 figures, place one above the other.
The top figure represents the total number of observations. Middle figure
represents the %age frequency of variable winds encountered. And the bottom
figure is indicative of %age frequency of calms.
ALRS VOLUME 5 SHIP reporting
÷
VTS: Vessel Traffic System
VTMS:Vessel Traffic Management System
Z

Directorate Of Lighthouses And

Lightships

National Technology Centre

for Ports,Waterways & Coasts
Prudent seamanship demands that you know where you are on the water and where you’re going. It’s easy to see
where you are with today’s GPS/chart plotters, but electronics can fail. Would you be able to relate your position on a
chart plotter to your location on the water?

Als
Terrestrial
↳ CIASSAEB

Als
CELESTIAL
BYSATTEUTE

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 l
The lower part of the binnacle contains a number of holes both in the
fore and aft & athwartship directions to place corrector magnets at the
Heeling error: - time of compass adjustment. The lower binnacle also has a brass
This is the mathematical representation of the deviation caused whenvertical
the vessel
tube atisits
heeled
centre.to port
This orcarries
tube stbd by 1 deg. to introduce
a ‘bucket’
vertical magnet to correct the heeling error. The bucket can be raised
or lowered by means of a brass chain, which can be secured at the
The Wet Card Compass required height.

As stated earlier wet card compass is less sensitive to small disturbance and so more useful as a steering compass, without
any loss of accuracy.

The Wet card is made of mica in one piece & the graduations are printed on the edges. The card is attached to a nickel silver
float chamber, which has a sapphire cap at the centre. The Cap rests on an iridium tipped pivot. Though the weight of the wet
card is considerable, the buoyancy of the float chamber reduces the load on the pivot and allows a frictionless rotation of the
card.
SEXTANT
 weather front is a boundary
separating air masses of
several characteristics
such as air density, wind,
temperature and humidity.
Disturbed and unstable
weather often arises from

FRONT these differences.

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