Navigation Theory Questions and Answers 1) Outline the main objectives of IMO Ships’ Routeing systems. (16) GIBREP is a mandatory reporting system for vessels transiting through the Strait of Gibraltar. (i) Explain the purpose of such a local reporting system. (6) (ii) (ii) State TWO other similar reporting systems. (4) 1) The purpose of Ship's Routeing is to improve the safety of navigation in converging areas of heavy traffic, where shipping is restricted by sea room, existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. The prime objective of Ship's Routeing system adopted by IMO may include some or all of the following :- ‘© The separation of opposing traffic to reduce incidence of head-on situations. ‘* The reduction of dangers of collision between crossing traffic and shipping in established traffic lane, ‘* The simplification of the patterns of traffic flow in converging areas. ‘+ The organisation of safe traffic flow in areas of concentrated offshore exploration. ‘+ Traffic flows safely around environmentally sensitive areas. ‘* The reduction of risk of grounding in areas where depths are uncertain or critical. ‘* The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds. i) Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and/or protection of the marine environment. ii) ii) In the Dover Strait / Calais (CALDOVREP) Bonifacio Traffic (BONIFREP) Or any others. 2) (a) The Maritime and Coastguard Agency issues information to the Mat in the form of Marine Notices. State the purpose of Marine Guidance Notes. (5) 1e Industry ‘Summarise the key points relating to MGN 379: Navigation: Use of Electronic Navigation Aids. (15) (b) An Automatic Ider 300 GT. (i) Outline the main features of AIS. (12) (ii) Outline the dangers of using AIS for collision avoidance. (8) ification System (AIS) is required to be carried by vessels over 2)a){) Marine Guidance Notices give significant advice and guidance relating to the improvement of the safety of shipping and of life at sea, and to prevent or minimise pollution from shipping. ii) Key Points:- + Be aware that each item of equipment is an aid to navigation. + Be aware of the factors which affect the accuracy of position fixing systems. + Appreciate the need to cross check position fixing information using other methods. ‘+ Recognise the importance of the correct use of navigational aids and knowledge of their limitations. + Be aware of the dangers of over-reliance on the output from, and accuracy of, a single navigational aid. ») i) The regulation requires that Als shall ‘* Provide information - including the ship's identity, type, position, course, speed, navigational status and other safety-related information - automatically to appropriately equipped shore stations, other ships and aircraft; * Receive automatically such information from similarly fitted ships; monitor ‘and track ships; Exchange data with shore-based facilities il) Not all ships will be fitted with AIS, particularly small craft and fishing boats. © Other floating objects which may give a radar echo will not be detected by AIS. © AIS positions are derived from the target’s GNSS position. This may not coincide with the radar target. Faulty data input to AIS could lead to incorrect or misleading information being displayed on other vessels. * Mariners should remember that information derived from radar plots relies solely upon the data measured by the own-ship's radar and provides an accurate measurement of the target's relative course and speed, which is the most important factor in deciding upon action to avoid collision. ‘+ Existing ships of less than 500 gt. which are not required to fit a gyro compass are unlikely to transmit heading information. 3) Describe the precautions that should be observed prior to using parallel indexing techniques. (12)3) 4) State FIVE precautions the OOW should consider when using TSS. (5) Tune radar for optimum performance. Check gyro compass error and allow accordingly. Align heading marker with vesse’s fore and aft line. Align heading marker with vessel's head. Select appropriate range scale for the passage. Check accuracy of Variable Range Marker, Electronic Bearing Marker and Fixed Range Rings. Select radar conspicuous targets. Place Parallel Index Lines with care as to range and alignment. Select targets and Parallel index Lines to provide continuous monitoring throughout the passage. Check local notices which may require modification of the Passage Plan. Reporting requirements. Pre arrival checks of bridge equipment, steering, engines. Bridge manning appropriate to the situation. Traffic entering and leaving the bay on a wide range of courses and travelling at a wide range of speeds. Vessels anchored in the bay, possibly requiring a modification of the passage plan and anchoring position. a) The Maritime and Coastguard Agency issues information to the Maritime Industry in the form of Marine Notices. State the purpose of Merchant Shipping Notices. (3) 1) Describe the contents of MSN 1781 The Merchant Shipping (Distress Signal and Prevention of Collisions) Regulations 1997 - Amendments to Annex IV (Distress Signals). (6) (b) Maritime Safety Information is broadcast via the World Wide Navigational Warning ‘System (WWNWS) and may be received by NAVTEX. Outline the function of the WWNWS and the different radio navigational warnings. (10) State FIVE of the categories of information concerning principal shipping routes. (10) (iil) Explain the function and purpose of a NAVTEX receiver. (6) (iv) NAVTEX messages are grouped into different subjects:State those that cannot be rejected by a NAVTEX receiver; (3) State those that should not be rejected by a NAVTEX receiver. (2) 4) a) i) ‘© Merchant Shipping Notices are used to convey mandatory information that must be complied with under UK legislation. ‘© These MSNs relate to Statutory Instruments and contain the technical detail of such regulations. ii) The MSN sets out amendments to the Distress Signals. (d) a signal made by any signalling method consisting of the group .. This replaces the specification of a Radiotelegraph signal. (S05) in the Morse Code; (I) a distress alert by means of digital selective calling (DSC) transmitted on: (i) VHF channel 70, or (li) ME/HF on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5, kHz; (m) a ship-to-shore distress alert transmitted by the ship's Inmarsat or other mobile satellite service provider ship earth station; b) i) The World-Wide Navigational Warning Service (WWNWS), is a co-ordinated global service for the promulgation of navigational warnings. NAVAREA Warnings contain information concerning principal shipping routes which are necessary for the mariner to know before entering coastal waters. COASTAL Warnings are issued for information which is of importance only in a particular coastal region; they are not restricted to main shipping lanes. LOCAL warnings supplement the Coastal warning service by giving detailed information on aspects which an ocean going vessel normally does not require. ii)a. Failure of and changes to major navigational aids. b. Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C). , Newly discovered wrecks or natural hazards. d. Areas where SAR or anti pollution operations are taking place (for avoidance of such areas). e. Seismic surveys and other underwater activities in certain areas. f. Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities. il) A Navtex receiver is an automated MF direct-printing receiver for navigational and meteorological warnings and forecasts, as well as urgent marine safety information, transmitted to ships. wy) 1) ‘A Navigational warnings. B Meteorological warnings. D Search & rescue information, and pirate warnings. 2) L Navigational warnings — additional to letter A 5) Discuss the availability, accuracy and sources of error (both Random and Systematic) of EACH of the following: (a) Global Navigation Satellite Systems (GNSS); (10) (b) Celestial observations; (15) (©) Terrestrial observations. (15) 5) GNSS. Availability. Latitudes within system limits Continuously. Accuracy. <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.b) Celestial Availability. When cloud cover permits and the horizon is visible. Twilight, planets and stars. Daytime, Sun, Moon, Venus. Throughout when cloud cover permits and an artificial horizon is available, all objects. Accuracy. Approximately 1 NM in good conditions. Sources of Random Error. Variations in refraction affecting the horizon or objects observed. Observational errors by the observer. Sources of Systematic Error. Sextant errors. Chronometer error. Errors in extraction of data, ¢) Terrestrial. Availability. ‘When in sight o radar range of land with identifiable features which can be related to charts. Accuracy. (0.1 NM in good conditions. Sources of Random Error. Misidentification of features. Observation errors. Inaccurate transfer of bearings due to unknown current / leeway. Inaccurate charting of features. Inaccurate measurement of radar ranges and bearings. Sources of Systematic Error. Compass errors. Incorrect course and / or speed applied when transferring bearings. Unknown errors in radar ranges and bearings. 6) (a) SOLAS Chapter V Regulation 19 - “Carriage requirements for shipborne navigational systems and equipment” details the navigational equipment to be carried by ocean going vessels. List 15 items of the navigational equipment that must be carried for any vessel (15)All ships: ‘© Standard Magnetic Compass. * Pelorus. ‘© Means of correcting heading and bearings to true. Nautical Charts or ECDIS. ‘© Nautical Publications, © Back up arrangements for ECDIS. ‘© GNSS or TRNS. Radar reflector if less than 500 GT. ‘* Sound reception system if totally enclosed bridge. ‘© Means of communication between bridge and emergency steering position. Ships of 150 GT and upward (and passenger ships.) ‘+ Spare magnetic compass. © Daylight signalling lamp. Ships of 300 GT and upward (and passenger Echo sounder. Radar 9GHz. ARPA. Log. ‘* Heading transmitting device for input to other equipment. Ships of 300 GT and upward on international voyages, cargo ships of 500 GT and upward (and Passenger ships.) * AIS. Ships of 500 GT and upward * Gyro compass or equivalent. * Gyro repeater or other heading indicator at the steering position. * Gyro repeater or equivalent for taking bearings. * Indicators of rudder, propeller, thrust, pitch, lateral thrust as relevant at the conning. position, ARPA. Ships of 3000 GT and upward © 3GHz radar. © Second ARPA. Ships of 10000 GT and upward © ARPA, 20 targets. © Autopilot. Ships of 50000 GT and upward ‘+ Rate of turn indicator. ‘* Ground speed and transverse speed indicator.)7) Explain what the OW and Master should do if a large Deviation is obtained by compass error. (10) cow. Compare the observation with the Deviation Card and recent observations and inform the Master if significantly different from either. Repeat the observation to confirm the finding. Repeat the calculation to check for errors. Examine the area around the compass for magnetic material which may be causing the error. Check chart and Sailing Directions for a possible local magnetic anomaly. (Unlikely in depths greater than 40 m.) Master. © Check the horizontal and vertical magnets against the positions recorded at the most recent compass adjustment. * Orientation of the magnets. ‘Restore to previous positions if found to be different. Repeat observations to establish deviations on the full range of headings. Arrange for correction of the compass by a qualified Compass Adjuster as soon as practical, 8) As Master, state the things to be considered when a TRSis in the area, when choosing whether to; a) stay in port (12) ') sailing to anchorage (10) €) sailing to open sea (12) 8) i) Availability of assistance from ashore. Availability of additional mooring lines. Changing water level due to storm surge. Damage to mooring lines, including parting, due to wind pressure. Damage to mooring lines, including parting, due to ranging tides. Damage to the vessel due to high wind. * Damage to the vessel due to debris from ashore carried by the wind, © Damage to the vessel due to ranging or breaking free from the moorings. © Damage to the vessel by other vessels ranging or breaking free from their moorings. Tugs not available in the event of breaking out. ‘© Quality of the holding ground in the anchorage. ‘© Space available in the anchorage.‘© Degree of shelter from land. * Depths of water. ‘* Probability of contact with the sea bed if rolling or pitching, ‘State of loading, draft / freeboard. ‘© Potential for damage in the event of own or other vessels dragging anchor. ‘© State of the vessel's windlass and anchor cables. ‘* Navigational marks available for monitoring the vessel's position. ‘© Limited availability of assistance. ‘© Potential difficulty of navigating to open water if the anchorage becomes untenable. ii) ‘Vessel may be in the Dangerous Quadrant of the storm ifit comes within the storm field. Ability to take appropriate action in changing circumstances. ‘© Availability of assistance. ‘* Probability of the vessel foundering. ‘* Probability of survival in the event of foundering. ‘* Draft/ freeboard and effects in extreme sea conditions. ‘© Depth of water, probability of contact with sea bed if rolling / pitching heavily. Sea room available, © Power of vessel ‘+ Sea keeping properties of the vessel. © Fuel reserves. ‘+ Known and potential defects of the vessel’s equipment. 9) a) In the International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) one of the Master's responsibilities is to “issue appropriate orders ina clear and simple manner”, with regard to Navig Explain how the Master complies with this responsibility. (10) {(b) Describe the contents of Master's Standing Orders and outline the factors that should be taken into account when compiling them. (25) 9) a) The Master complies with the responsibility by: ‘+ Compiling appropriate Standing Orders and Night Orders which must be read and signed by watchkeeping officers, Emergency Bridge Procedures must also be compiled, A Bridge Team meeting held to discuss the proposed passage. Standing Orders: Set out the circumstances in which the Master requires to be called. Lay down ground rules for the conduct of the officers in various circumstances. Reinforce particular procedures which the Master requires to be followed. Establish the responsibilities of the officers. Minimise the probability of error endangering the vessel. Establish practices of monitoring performance. '* Establish procedures for the transfer of responsibilty for the navigational watch.Night Orders: Set out the Master's requirements for a particular set of circumstances probably of relatively short duration, b) ‘The Master's Standing Orders are specific to the vessel and supplement official publications such as STCW, Bridge Procedures Guide and Company ISM manuals and set out for OOWs the actions to be taken in particular circumstances such as above, and: Restricted visibility: Inform the Master. ‘+ Inform Engine Room. Adjust speed appropriately. Engage hand steering, Post additional lookouts. Commence sounding appropriate fog signals. ‘Switch on navigation lights. Monitor radar and commence plotting. ‘Open bridge doors or activate sound equipment if totally enclosed bridge. Plot position at appropriate intervals. Engine failure. * Inform the Master. * Exhibit NUC signals. © Commence sounding appropriate fog signals. * Use headway to manoeuvre away from hazards. * Plot position at appropriate intervals. * Note probable current, tide, wind effects. Steering gear failure. ‘© Inform the Master. ‘© Exhibit NUC signals. Engage emergency steering. © Take way off the vessel. ‘© Plot position at appropriate intervals. ‘+ Note probable current, tide, wind effects. Malfunction of navigational equipment. ‘© Inform the Master.Inform the ETO. Consider effect of malfunction, Use alternative methods of position fixing and directional control. Extreme weather conditions. ‘© Inform the Master. ‘© Inform Engine Room. ‘Inform heads of departments to initiate appropriate precautions. Adjust speed appropriately. ‘The following factors should be taken into account in compiling these: ‘= Ship type. © Trading pattern. ‘* Relevant experience of the personnel involved. 10) . Ice can present a serious hazard to any vessel. a) Outline the guidance provided in the Mariners Handbook NP 100 on EACH of the following: (i) the preparations before the vessel approaches ice; (8) (ii)the considerations before entering ice; (14) (iii) when making an entry. (10) {b) Write a section of the Master’s Standing Orders rega ig navigating in or near ice. (8) 10) a) The most relevant eight of i) The ship's staff should take early precautions to avoid damage to hull and machinery, and to minimise risk of commercial loss whilst in port by carrying out items on the following check-list, not fully comprehensive, with respect to operations in ice: ‘© Ensure that draughts, trim and stability are in accordance with ice classification, allowing for icing. * Ensure all the heating and air bubble tank systems are in working order. ‘* Check bunker status, taking into account the increased manoeuvring, and add cold ‘temperature additives as required. * All radars are fully operational and scanner heating arrangements functioning. All searchlights are operational and availability of spare lamps. '* Bridge window heating and wiper/clear view screen/window wash heating systems fully functional. * Protect mooring equipment and ropes from icing, © Ensure all heating systems are fully functional. * Drain external fire-main and deck line systems. + Ensure all deck machinery is protected by low temperature grease and anti-freeze. Ensure all life saving equipment will be available in freezing conditions, lifeboats fitted with working heaters, engines with anti-freeze, water tanks slack. ‘Ensure all ship's staff supplied with cold weather and survival equipment. Check stocks of salt for anti slip and melting ice + Ensure sufficiency and availability of wooden mallets, shovels etc for ice removal.ii) Considerations before entering ice Ice should not be entered if an alternative, although longer, route is available. Before deciding to enter the ice the following factors need to be considered: ‘+ Latest ice report detailing the type and concentration of the ice in the area. ‘+ Time of year, weather and temperature. ‘* Area of operation, ‘+ Availability of ice manoeuvring modes from all equipment and machinery spaces. ‘+ Availability of icebreakers. ‘© Availability of any airborne support. ‘+ Availability of potential mutual support/advice from other vessels in the area. ‘+ Vessel’s ice class in relation to the type of ice expected. ‘* State of hull, machinery and equipment, and quantity of bunkers and stores available. * Draught, with respect to any ice strengthened belt, and depth of water over the propeller tips and the rudder. * Ice experience of the person in charge on the bridge. ii) Making an entry The following principles govern entry into the ice: © Where the existence of pressure is evident from hummocking and rafting, entry should not be attempted. © The ice should be entered from leeward, if possible, as the windward edge of an icefield is more compact than the leeward edge, and wave action is less on the leeward edge. The ice edge often has bights separated by projecting tongues. ‘By entering at one of the bights, the surge will be found to be least. ‘Ice should be entered at very low speed and at right angles to the ice edge to receive the initial impact, and once into the ice speed should be increased to maintain headway and control of the vessel. b) Master's Standing Orders, Ice Call me at any time if in need of assistance. Study Chapter 6 of the Mariner’s Handbook and note the items of relevance to ice navigation from a watchkeeping perspective. As relevant: Monitor communications for ice information. Transmit danger messages in accordance with SOLAS requirements. Inform Master, Engine Room and Crew of ice conditions. Close watertight doors. Moderate speed in accordance with conditions. Check that increased sounding frequency of tanks and bilges is being implemented. 11) . Tidal Stream Atlases are required to be carried onboard vessels. (a) Explain the purpose and the procedure to use a Tidal Stream Atlas. (12)1) ‘The purpose of a Tidal Stream Atlas is to determine the direction and rate of the tidal stream at a position and time. The appropriate atlas for the area is selected. + The times and heights of tide at the standard port are used to determine the range of tide on the day. * The appropriate chart for the interval from high water is consulted. ‘©The direction and spring and neap rates are extracted for the position. ‘* The Computation of Rates diagram is used to interpolate: ‘Using the Spring and Neap ranges of the standard port and the range on the day; With the spring and neap rates of the position; to the rate at the time required at the position. * Interpolation may be carried out without reference to the diagram. 12) Rule 6 of The International Regulations for Preventing Collisions at Sea 1972 outlines the requirements for vessels to maintain a safe speed. (i) State why vessels should proceed at a safe speed. (5) (ii) State the factors that should be taken into account by all vessels. (12) i) Ruleé Safe speed Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. ii) In determining a safe speed the following factors shall be among those taken into account: (2) By all vessels: (i) the state of visibility; (ii)the traffic density including concentrations of fishing vessels or any other vessels; (il the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions; (iv) at night the presence of background light such as from shore lights or from back scatter of her own lights; (v) the state of wind, sea and current, and the proximity of navigational hazards; (vi) the draught in relation to the available depth of water. 13) State the appropriate manning level on the bridge when navigating ina Traffic Separation Scheme with dense traffic and restricted visibility, outlining the duties of EACH member of the bridge team. (15) (b) State, with reasons, the appropriate manning level for navigation on an ocean passage during daylight in clear (7) (c) IMO adopts certain Traffic Routeing Schemes; outline the stated criteria used in deciding whether or not to adopt or amend a traffic separation scheme. (8) 13) Master. in command, Receives information from Bridge Team, Analyses and issues commands.Communications. Monitors bridge team performance. OW. Navigation. Position, course and speed monitoring. Informs Master accordingly. Communications. Record keeping. Monitors Master. Monitors Ratings’ performance. OOw. Trafi Monitors traffic in vicinity. Informs Master. Rating. Helmsman, Steers vessel to Master's orders. Monitors Master's orders, Rating. Lookout. Keeps visual and aural lookout. Reports to Master and OOW. Rating. Standby. (On Call as required. b) COW as sole lookout. This is permitted provided that: ‘The OOW is adequately rested. ‘The workload is within the OOWs capacity to maintain a proper lookout and remain in full control. Assistance is available if required. ‘The OOW knows what assistance is available and the means to summon such assistance. ‘The designated backup is aware of their responsibility and the means of communication by which they will be summoned. All Bridge equipment is fully operational. ©) Ships’ Routeing. 3.2 In deciding whether or not to adopt or amend a traffic separation scheme, IMO will consider whether: .1 the aids to navigation proposed will enable mariners to determine their position with sufficient accuracy to navigate in the scheme in accordance with rule 10 of the 1972 Collision Regulations, as amended; .2 the state of hydrographic surveys in the area is adequate; .3 the scheme takes account of the accepted planning considerations and complies with the design criteria for traffic separation schemes and with established methods of routeing. 14) Compare and contrast the use of great circle and rhumb line sailing. (10) 14)SOLAS requires that ocean going vessels are to carry certain nautical publications. Great Circle Sailing. Shortest distance. ‘© Alimiting latitude may apply. * Routes lie in higher latitudes. ‘© Weather may be more severe. Currents may be stronger. © Greater distance. ‘© Limiting latitude unlikely to be a factor. ‘© Routes lie in lower latitudes. ‘© Weather may be less severe. © Currents may be less strong. 15) Explain the presentation of current information as displayed on Admiralty Routeing Charts. + Current information on Routeing Charts is presented in the form of Predominant Current Vectors, The predominant current is the most probable current. * The numbers of current observations falling within overlapping 90" sectors at 15° intervals. is determined. ‘+ The predominant direction is the mid direction of the sector with the highest number of observations. The predominant speed is the arithmetic mean speed of all observations i the predominant direction sector. * The constancy of the predominant current is the ratio of the number of observations in the predominant direction sector to the total number of observations. (a) List the 14 publications a vessel is required to carry as detailed in the Mariners Handbook NP100. (14) (b) Describe the contents of these publications which would be of benefit in appraising the routes described in Q1. (16) ‘© Admiralty Charts. ‘+ International Code of Signals ‘+ International Aeronautical and Maritime Search and rescue manual Volume It ‘+ The Mariners’ Handbook © Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes. * Admiralty Notices to Mariners. * Admiralty Notices to Mariners Annual Summary. Parts 1 and 2. Admiralty List of Radio Signals. Admiralty List of Lights. © Admiralty Sailing Directions. Nautical Almanac.© Admiralty Tide Tables. ‘© Admiralty Tidal Stream Atlases. ‘© Operating and maintenance instructions for all navigation aids carried by the ship. b) The Mariners’ Handbook The Maritime environment; ocean currents, non-tidal changes in sea level, waves, characteristics of the sea, the seabed, ice and icebergs. Meteorology; general maritime meteorology, weather routeing of ships, weather related phenomena Admiralty Sailing Directions. Details of areas relating to the voyage, general information, landmarks, recommended routes, approaches, anchorages, pilotage, berths. Admiralty List of Radio Signals. Details of sources of information concerning navigation aids, meteorological information and port facilities. Admiralty List of Lights. Details of lights and fog signals. Admiralty Charts, Positions of land and ports, navigation aids, depths of water, hazards. Admiralty Notices to Mariners. Corrections to publications. Admiralty Notices to Mariners ~ Annual Summary. Parts 1 and 2. Long term information published in Admiralty Notices to Mariners. Merchant Shipping Notices, Marine Guidance Notes, Marine Information Notes. Information concerning requirements relevant to the voyage, Nautical Almanac, ‘Astronomical information, ephemera of the celestial bodies used for navigation, times of sunrise, sunset, twilight. Admiralty Tide Tables. Details of tides at the ports. ‘Admiralty Tidal Stream Atlases. Details of tidal streams in coastal areas and at ports. Operating and maintenance instructions for all navigation aids carried by the shi Details relating to the operational characteristics of the equipment. JAMSAR Volume IllAvailability of Search and Rescue facilities in the area. Procedures to be followed, International Code of Signals Little relevance to Appraisal. 17) MSN 1767 provides guidance on Hours of Work, Safe Manning and Watchkeeping. i) Outline the factors to be taken into account in establishing Safe Manning requirements with respect to navigational duties. (8) (ii) State the imum Hours of Rest (Regulation 5). (8) (b) (i) Outline the Bridge equipment that should be tested prior to departure from port. (16) (iii) State the current MCA guidance on the testing of Heading Control Systems. (8) 17) * Frequency of port calls, length and nature of the voyage; '* Trading area(s), waters and type of operations in which the ship or vessel is involved and any special requirements of the trade or operation; ‘* Navigational duties and responsibilities as required by STCW 95 including the following: ‘© Plan and conduct safe navigation; ‘* Maintain a safe navigational watch; '* Manoeuvre and handle the ship in all conditions and during all operations; Safely moor and. tunmoor the ship. Minimum Hours of Rest (Regulation 5) The hours of rest shall be not less than: 10 hours in any 24- hour period; and 77 hours in any 7-day period. Note: Hours of rest may be divided into no more than 2 periods, one of which should be at least 6 hours long, and the interval in between should not exceed 14 hours. MCA may authorise exceptions to the limits. »)i) Within 12 hours of departure:‘Steering gear including manual, auto-pilot and emergency changeover arrangements and rudder indicators. ‘© Echo sounder ‘© Electronic navigational position-fixing systems ‘© Gyro and magnetic compass and repeaters ‘© Passage plan entered into integrated bridge system © Radar(s) ‘© AlS data inputs made, speed/distance recorder Voyage Data Recorder. © Clocks ‘© Bridge and engine room telegraphs. ‘+ RPM indicators © Emergency engine stops ‘© Thruster controls and indicators * Controllable pitch propeller controls and indicators. ‘© Bridge to engine room / mooring station / steering flat communications Portable radios ‘+ VHF radio communications with port authority. ‘© Navigation and signal lights. ‘© Searchlights ‘© Signalling lamp © Morse light ‘* Sound signalling apparatus. © Whistles ‘© Fog bell and gong system * Window wiper/clearview screen arrangements © Cargo and passenger details available © Bridge movement book/course and engine movement recorder . Stability and draught information available. ii) GUIDANCE ON STEERING GEAR TEST ROUTINES (Bridge Procedures Guide) MANUAL STEERING POSITIONS . ‘© The steering gear should be tested at all the manual steering positions on the bridge: After prolonged use of the autopilot; Once per watch: Before entering coastal waters. (MULTIPLE STEERING GEAR POWER UNITS } ‘* _ Incoastal waters, use more than one steering gear power unit when such units are capable of simultaneous operation. BEFORE DEPARTURE FROM PORT* Shortly before departure, check and test the steering gear including, as applicable, the operation of the following: © The main steering gear; ‘The auxiliary steering gear; ‘The remote steering control systems; ‘The main steering position on the bridge; The emergency power supply; ‘+The rudder angle indicators in relation to actual rudder position; ‘+ The remote steering gear control system power failure alarms; ‘©The steering gear power unit failure alarms; and ‘© Automatic isolating arrangements and other automatic equipment. CHECKS AND TESTS Checks and tests should include: The full rudder movernent according to the required capabilities of the steering gear; (35 to 35 and 35 to 30 in 28 seconds) ‘The timing of rudder movement from hardover-to-hardover, using each steering gear power unit singly and together, to ensure consistency with previous tests; A visual inspection of the steering gear and its connecting linkage; and ‘The operation of the means of communication between the bridge and the steering gear compartment.) 18) (a) SOLAS Chapter V Regulation 34 — Safe Navigation and Avoidance of Dangerous Situations requires that “An appraisal of all information available must be made before detailed plans can be drawn up“. (i) State the purpose of the appraisal process. (6) (ii) Outline what the appraisal process should provide to the Master and the Bridge team. (12) 18) ’) purpose of Appraisal is to gather all information relevant to the proposed voyage, including ascertaining risks and assessing its critical areas. i) © This appraisal will provide the master and his bridge team with a clear and precise indication of all areas of danger, Layout the areas in which it will be possible to navigate safely taking into account the calculated draught of the vessel and planned underkeel clearance.‘© Bearing in mind the condition of the vessel, her equipment and any other circumstances, to achieve a balanced judgement of the margins of safety which must be allowed in the various sections of the intended voyage. 19) (a) IMO requires that a look-out must be maintained at all times while the vessel is on passage. State what the purpose is of keeping a look-out. (7) (b) Outline the factors that should be included in the Master’s Night Orders for making a landfall. (1a) (c) Approaching land, an unexpected shallow water sounding is observed on the Echo Sounder. (i) State to whom the report should be sent and which form should be used to make the report. (4) (i) Describe the details that should be included on the form with respect to the shallow water sounding. (10) 19) a) The purpose of keeping a lookout is: ‘© to maintain a continuous state of vigilance by sight and hearing, as well as by all other available means, with regard to any significant change in the operating environment; ‘© to fully appraise the situation and the risk of collision, stranding and other dangers to navigation; ‘* to detect ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to navigation, and ‘+ for security reasons, especially in areas with a known risk of piracy or armed attack. b) The Master’s Night Orders for the Landfall should remind the OOW to: Call the Master at any time if in need of assistance and in the event of: making the landfall unexpectedly. * not making the landfall as scheduled. * detecting unexpected features or failing to detect those expected. * Use the largest scale chart avallable 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. Take account of set and drift using parallel indexing to monitor position with regard to track. Be aware of the increased probability of traffic and small craft, ‘© Monitor weather forecasts. ‘© Beware of the effects of haze or low cloud.¢) i) Hydrographic Note. To the United Kingdom Hydrographic Office or hydrographic office relevant to the ship or area To Coast Radio Station if judged to be a hazard to navigation for any vessel which may transit the area. ii) * Date Reference Number Name of ship or sender © Address ‘© Tel/email address of sender Position Lat Lon © GPS Datum © GPS accuracy (RAIM condition) © Admiralty charts affected Latest Weekly Notices to Mariners held Replacement copy of chart # = ENCs affected * Latest update disk held. Week # * Publications affected and edition numbers * Date of latest supplement, page (and Light List No. etc) Details: * Sounding obtained. * Echo sounder trace marked with information to identify vessel, dates and times, positions, maximum and minimum depths, range scale changes. ‘© Whether depth below waterline or keel. Draught if below keel. © Probable squat if relevant. * Echo sounder manufacturer, model and type. * Copy of chart covering the area showing positions obtained. * Signature of observer/reporter. is not required20) (a) Outline the preparations to be made on the bridge prior to arrival in port, with specific reference to the vessel's propulsion and steering systems. (10) (b) Outline FIVE items of information the Master should pass to the Pilot immediately the pilot arrives in the wheelhouse. (10) (C) Outline the duties and responsibilities of the OOW and under pilotage when working as part of the bridge team in the absence of the Master on the bridge. (20) a) Propulsior One hour notice of manoeuvring, synchronise clocks. Test emergency means of communication. Bring engines to manoeuvring condition, Change from heavy fuel to diesel if relevant. Test engines ahead and astern. Proceed in manoeuvring condition, Steering Engage hand steering. Engage both steering motors. Check steering gear response visually during testing. Check time from hard over to hard over in both directions. Test all modes of steering. Use both connections between Bridge and Steering Flat if relevant. Test operation of Emergency Steeringb) Current status: Position, heading, traffic, speed, engine setting, steering mode, draught, defects. Safety: Location of Pilot's lifesaving appliances. ¢) The OOW is the Master's representative and is responsible for the safe navigation of the ship and compliance with ColRegs. The presence of the Pilot does not relieve the OOW of these responsibilities. ‘OW is in charge of the Bridge and Bridge Team and ensures compliance with shipboard operating procedures and Master's Standing Orders. OW is responsible for maintaining a lookout, surveillance of the ship, recording Bridge activities, monitoring navigation equipment. ‘COW is responsible for monitoring compliance with the Passage Plan; position, course, speed. QOW is responsible for monitoring communications and acting accordingly. COW informs Pilot of all information relevant to the conduct of the passage. ‘COW monitors the Pilot's advice, ensuring that it is carried out appropriately. OW queries Pilot's advice if this seems inappropriate and must call the Master if a satisfactory explanation is not received, 21) Vessels operating in the Baltic Sea during the winter season often encounter ice conditions (a) Outline the navigational hazards to be taken into account in EACH of the following situations: (i) entering pack ice; (3) (ii)manoeuvring the vessel in pack ice; (8) ii) approaching port in ice conditions. (10) (b) With reference to the accuracy of navigational aids, outline the problems that may be encountered in ice conditions and high latitudes, when using EACH of the following; (i) Echo Sounder; (5) (ii)6yro compass; (5) (iti) Radar. (4)iii) Hull damage due to excessive speed. Hull damage due to entering ice at an acute angle. Damage to bulbous bow, propeller and rudder by ice due to inadequate draught. Blockage of suctions by ice. Fog due to presence of ice. Damage due to excessive speed. Damage to bulbous bow, propeller and rudder by ice due to inadequate draught. Damage to hull when turning due to impacts aft. Variable ice thickness, Ice concentration increasing due to wind driven movement of ice, Besetment due to inadequate power. Blockage of suctions by ice. Fog due to presence of ice. Lights obscured and sectors inaccurate due to icing. Floating marks absent, or displaced by ice. Navigation aids damaged or obscured. Channels obstructed by ice. Berth obstructed by ice. ‘Thermal stratification giving incorrect results. Damage to transducer causing inaccuracy. Water density different from standard. Low directional force reducing stability of direction. Speed errors if vessel speed does not match that fed to gyro. Transient errors due to large course changes. Incorrect measurement of range if ice is present around land. Incorrect measurement of bearings if ice is present around headlands.22) (a) The British Admiralty produces Ocean Routeing charts for each month of the year for the main ‘oceans of the world. Outline the type of information found on such charts for EACH of the following specific categories: {i) Ocean wind patterns; (5) (ii) Ocean currents; (5) (iii) Tropical Revolving storms. (3) a)i) © Wind Roses Wind arrows in the direction of the wind. Widths of arrows show stength Lengths of arrows show percentages of wind force. Number of observations. ‘+ Number of variable observations. ‘+ Number of calm observations. © Predominant Current arrows. ‘* Breadth of arrow indicates constancy. ‘© Numbers indicate rate. i) ‘+ Astatement that Tropical Revolving Storms lose their tropical characteristics in higher latitudes. ‘© Arrows indicating past tracks of a selection of Tropical Revolving Storms during the month concerned, (b) (i) Outline the wa ing signs of an approaching TRS. (10) (ii) Explain how onboard observations can be used to determine the vessel's position relative to the centre of the TRS. (6) ») i) '* Aheavy swell from the high wind waves being generated in the vicinity of the eye. '* The loss of diurnal variation of atmospheric pressure.ii) © ‘A reduction of atmospheric pressure below the seasonal average for the area of 3 hPa or more. A significant increase in wind speed Probably a significant change in wind direction. ‘A change of cloud types from trade wind cumulus to cirrus and cirrocumiulus then cumulonimbus. Increasing cloud coverage. Possibly exceptionally good visibility. Rain pattern of TRS visible on radar. Bearing, Buys Ballot’s Law. Face the wind. ‘TRS is to the right in the Northern Hemisphere and left in the Southern Hemisphere. By ninety degrees plus the Angle of Indraft. ‘Angle of Indraft approximatelty: Pressure starts to fall 4 points Pressure has fallen 10 hPa 2 points Pressure has fallen 20 hPa 0 points Distance: Pressure has fallen 5 mb - wind approximately Force 6 200 NM Pressure has fallen 10 mb - wind approximately Force 8 100 NM Pressure has fallen 20 mb - wind approximately Force 7ONM 12 Outline how the GOW can use on board observations to predict the time when a vessel will encounter fog at sea. (10) ¢ Observe and record Sea Temperature and Dew Point Temperature. Plot these against Time. Convergence will indicate higher probability of fog. The point when the Sea Temperature will be below the Dew Point Temperature indicates when Fog formation is likely.d) Compile a set of Masters Standing Orders for a vessel operating in restricted visibility. (10) In addition to general Standing Orders: In restricted visibility: ‘* Inform the Master. ‘* Comply with international Regulations for the Prevention of Collision at Sea. ‘© Sound the appropriate fog signal for the vessel's condition. ‘© Switch on Navigation Lights. © Place Engines on Standby, informing the Engineers of the reason for doing so. ‘© Reduce speed as appropriate in the circumstances. © Engage Hand Steering. * Post Lookout/s as appropriate for the circumstances. ‘© Set the Radar to an appropriate range. ‘© Set ARPA to appropriate settings. © Set ECDIS to appropriate settings. © Asrelevant: ‘© Stop work on deck. © Any other actions appropriate to the circumstances. 23) What are the hazards associated with the Grand Banks? (14) These include: ‘* Many fishing vessels expected in the area. ‘© Lots of Oil and Gas rigs and associated vessels. ‘© High incidence of fog in the area. ‘+ Probability of pack ice from January to April (possible till July) ‘© Possibility of icebergs from March to July (worst April, May, June) ‘© High incidence of Polar Frontal Depressions, high winds, waves and swell, ‘© Strong and variable currents.24) Outline instructions for the Master to give to the OOW with regard to safely passing under the bridge: 24) Compare actual tide with calculated tide - Check with local authorities such as pilots, or visually check with other vessels, nav marks or tide marks on the side of channels. Post lookout with radio to update you on passing clearance. Call me if in any doubt of clearing distance or anything else. Be aware of false echos that can be caused by cables. These can look like another vessel on a collision course with you (stated in mariners handbook). Steering to avoid collision can result in the bearing line following your heading. Do not change trim/ballast ~ If necessary, call me. Confirm vertical clearance distance if on chart (if any) meets our clearance. 25) Fog may often be encountered in many areas of the world. a) Describe the conditions necessary for the formation of sea/advection fog. Advection/Sea Fog - Occurs when moist, warm air passes over a relatively cool surface by advection (wind) and is cooled to its due point. itis most common at sea when warm, moist air encounters cooler waters. 'b) State THREE ocean areas of the world where sea/advection fog may be commonly encountered. Grand Banks North West Pacific around by Japan ‘The West Coast of continents around the Trade Wind belts (because of upwelling, cool currents meeting warm, moist air). Dynamic stability is the ships ability to right itself to its upright equilibrium position, after the effect of an external force caused it to heel over. It is the shown as the area under a gz curve. 26) Outline TWO factors that may affect the accuracy of the tidal height predictions found in ‘Admiralty Tide Tables, given the current weather conditions. (6) Lower atmospheric pressure than Standard raises sea level by 0.01m per hPa difference in pressure. Offshore winds reduce sea level, the amount depending on the wind strength, duration and, depth of water.27) Outline SIX navigational factors to be considered when choosing a suitable anchorage (12) Availability of recommended anchorage from relevant publications. Recommended anchorage will have been carefully surveyed and should be most suitable, Depth of water. (© Must be adequate for the vessel's draught at all states of the tide, and over the whole area of the swinging circle. © Must not be too deep for recovery of the anchor. © Extent of area available which is clear of obstructions. © Must be sufficient for the swinging circle of radius equal to the full scope of cable and ship's length plus a margin of safety. Nature of sea bed. This will govern holding ability of anchor. Probable weight on the anchor. Governed by the windage and underwater form of the vessel, and the anticipated wind, tidal streams and currents. Shelter by land from prevailing winds. Governs anticipated forces experienced. Availability of marks for position fixing during approach and while at anchor. Realy identifiable marks in appropriate directions will improve precision of approach and of position monitoring. Length of anticipated time at anchor, governs: Number of tidal cycles. Variability of wind, tidal stream and current experienced. Position with regard to traffic movement. Anchored vessel should not obstruct traffic.28) State THREE different sources where information on traffic separation schemes in the Red Sea may be found. (3) 1. IMO Routeing Manual. 2. Admiralty Charts 3. Mariners Routeing Guide, Gulf of Suez. 4, Admiralty Sailing Directions. 5. Annual Summary of Notices to Mariners. 6. MNotices 29) Certain classes of vessels are permitted to use the inshore traffic zones of traffic separation schemes. Detail the circumstances under which they may do so. (9) * Vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may Use the inshore traffic zone. * Avessel may use an inshore traffic zone when en route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. 30) Explain why restricted visibility is often encountered in the vicinity of Suqutra. (5) * Dust blown from Africa during the southwest monsoon and from the Arabian Peninsula during the northeast monsoon causes reduced visibility due to haze in the area. © During the northeast monsoon heavy rain squalls occur in the evenings, reducing visibility. 31) State the appropriate manning levels on the bridge, outlining the duties of EACH member of the bridge team, for EACH of the following situations: (i) navigation in a Traffic Separation Scheme with dense traffic; (15) i) Master. In command. ‘© Receives information from Bridge Team, Analyses and issues commands. © Communications. ‘* Monitors bridge team performance. OOW. Navigation. Position, course and speed monitoring. ‘Informs Master accordingly. ‘+ Communications. ‘© Record keeping. ‘+ Monitors Master. * Monitors Ratings performance. COW. Traffic. © Monitors traffic in vicinity.‘© Informs Master. Rating. Helmsman. ‘+ Steers vessel to Master's orders. ‘© Monitors Master's orders. Rating, Lookout. ‘© Keeps visual and aural lookout. ‘+ Reports to Master and OOW. Rating. Standby. © OnCallas required. (ii) navigation in clear weather, during darkness, on an ocean passage. (8) ii) oow. * Has the Con. * Monitors traffic in vicinity. * Navigation. Position, course and speed monitoring. * Communications. * Record keeping. * Monitors Ratings performance. * Informs Master as required. Rating. Lookout. * Keeps visual and aural lookout. © Reports to OW. * Monitors Oow. * May report to Master if necessary. (b) In general terms outline the factors that should be considered when writing a set of Master's Standing Orders. (22) b) ‘Masters Standing Orders (SO) should be used as a supplement to other available publications, such as clear to the OOW exactly what his duties and responsibilities are when on watch. e Procedures Guide and Company and ISM Manuals, to make it* SO should be written with the particular vessel in mind as check lists in the Bridge Procedures Guide tend to be generic. ‘* SO should start with a general section which covers factors which are common to all watchkeeping situations. ‘Amongst these that should be covered are: * Keeping a lookout Manning on the bridge * Distress situations + Protection of the Marine environment © Use of navigation equipment © Passing distances * Calling the Master © Procedure for Master taking the con This should be followed by more detailed advice covering the following watchkeeping situations: © Ocean Passages © Coastal Passages ‘© Traffic separation schemes and confined waters © Navigation under pilotage © Restricted visibility © Heavy weather ice TRS * AtAnchor © InPort ‘© Preparation of Arrival Departure 32) SOLAS chapter V requires that vessels must carry up to date charts and that electronic charts ‘may be carried as an alternative to paper charts. a) Explain how the info is stored $57 — Product specification (code) ii) Explain how this info is displayed: $52~Symbols iii) State the precautions that should be observed when the OOW selects the type of data to be displayed * Scale ~The correct scale should be should be used, as if the option is selected, certain navigation symbols and information can disappear if the scale is too small. Or, if optionselected to keep all layers active when on small scale, display can become extremely cluttered and unusable. ‘* Safety depth ~ Shows spot soundings of depths dangerous to navigation. This should be set up appropriately taking into account all relevant safety information including draught, squat, required UKC, CATZOG, etc. ‘© Safety contour — Creates visible area behind a contour of chosen depth which could be dangerous to navigation. In effect, it creates no go areas on the ECDIS. This should also take all the above into account when selecting. b) Summarise the key points of the MCA’s guidance contained in the MGN 285 Electronic Charts, ‘the use of risk assessment methodology when operating ECDIS in the raster chart display mode: ‘* The MCA require a risk assessment to be undertaken prior to authorising the use of ECDIS in the Rasta mode for primary navigation. ‘* The risk assessment will take into account ships particulars, area of operation and must address risks to own ship, other ships and environment resulting from ECDIS-related navigation hazards. ‘* The assessment should ensure all hazards have been identified and a system to manage the risks associated with those hazards has been successfully established onboard. 33) What are the requirements for a vessel to start using ECDIS as primary means of navigation. 33) ‘* Installed ECDIS type approved ‘© Official data stored for intended passage ‘+ Back up available, either second independent ECDIS, or paper charts, ‘+ Master and all officers completed approved generic and type specific ECDIS courses. ‘+ IFENC, only official charts used. ‘© Incase of RNC, back up paper charts available. ‘* Connected to main and UPS power supplies. ‘* Any additional flag state requirements are adhered to. 34) Name the alarms found on ECDIS 34) Route Alarms: * OutofxTD © WPT approach alarm © Outofshedule © Offleg course alarm * End of route alarm Navigational Alarms: © Anti grounding alarm © Safety contour ‘Navigational Danger © Land danger Input failure © Offchart alarm© Sounder alarm 35) Vessels engaged on passages across the Southern Indian Ocean may encounter icebergs at any time of year. a) Describe the sources and type of information that are available to the Master regarding icebergs. (20) a) Admiralty List of Radio Signals. Details of transmission of text messages and facsimile charts of areas where icebergs have been detected. ‘The Mariner’s Handbook. General information. ‘Arctic icebergs. Origins and movement. Characteristics of icebergs. Ice island. ‘Antarctic icebergs. Origin and form. Tabular icebergs. Glacier icebergs. Weathered Icebergs. Capsized icebergs. Pictures of various ice forms and icebergs. Ocean Passages for the World. Ice limits and drift. Ice in specific localities. Ice information services. Admiralty Sailing Directions Climatological data of areas where icebergs are likely. Sources of information about current iceberg conditions. ‘Admiralty Routeing Charts. Show ice limits for the area covered. Internet General inform: n and details of areas where icebergs have been detected. ) Outline the factors that should be considered by a prudent Master when determining the risks involved in encountering dangerous ice. (20)b) Types of ice likely to be encountered, rebergs and pack ice. Concentration of ice, whether leads will be available through pack ice. Sizes and nature of icebergs expected. Potential for altering the planned route to avoid ice. Availabilit of information regarding current ice extent and conditions. Probable visibility governing visual detection of ice, presence of fogs banks caused by ice formations. Use of searchlights if available. Use of sound detection equipment, iffitted. Probable sea state, relates to detection of smaller formation in amongst foam patches. Radar status, correctly tuned as adjusted. Echoes from ice may not relate to the size of the formation. Smaller formations may be difficult to distinguish from wind and swell wave echoes. Efficiency of navigational equipment; GPS in high latitudes, availability of celestial observations, effects on Loran positions. Vessel’s power and manoeuvrability Vesset’s draughts, with regard to rudder and propeller immersion. Personnel availability and experience with conditions expected Briefing personnel, information in publications available. Expected duration of passage through ice conditions with high personnel requirements, fatigue may become an issue. Adjustment of ETA due to reduced speed in conditions expected. Availability of Ice Pilots. Availability of icebreakers. Availability of assistance from other vessels in the event of severe damage to the vessel.) Outline the reporting procedure that is to be followed by the Master on encountering dangerous ice. (8) ¢ SOLAS. Report by all available means to vessels in the vicinity and the nearest coast station: Type of ice, Position of ice, UT date time of observations. 35) Weather routeing is often effectively used by vessels making trans oceanic passages. 1a) Outline FIVE factors that should be considered when deciding to weather route a vessel. (20) a) 1, The weather along the route. Wind speed and direction, therefore wave heights and direction, Probable swell height and direction. The probability of reduced vi ity and fog. The probability of ice along and close to the route. 2. Ocean currents, adverse and favourable, along the route and close to it. 3. The vessel Vessel type, hull form and susceptibility to wave action. Service speed, relative effect of ocean currents. Draft, likelihood of pounding in adverse seas. Freeboard, likelihood of shipping seas. Stability, susceptibility to heavy rolling. Availability of Performance Data. 4, The cargo. Sensitivity to temperature and humidity. Deck cargo, susceptibility to heavy weather damage. 5. The voyage. Destination and range of alternative routes available, Distance, long voyages are more likely to offer alternatives. Navigational hazards on the route.Scheduling requirements. Legal requirements and restrictions. +b) Describe THREE types of weather routeing currently available to vessels. (12) b) 1. Onboard, by ship's staff, using available information from climatological data and broadcast forecasts. The first approximation of the route is the shortest distance with adequate margins of safety. Climatological and forecast information is used to decide whether a deviation from this is justified in order to achieve the optimum route. 2. On board, using computer programs with data supplied from ashore, The program holds information about the ship's performance in a variety of weather conditions. The program holds climatological information. Forecast information is received from ashore. The program calculates an optimum route for the vessel 3. Shore based Routeing Officers. ‘An organisation ashore has details of the ship's performance, climatological data and forecast information. ‘A Routeing Officer, using a computer program, calculates an optimum route for the vessel and, advises the Master accordingly. Weather forecasts and further routeing advice are provided throughout the voyage. ¢) Outline the benefits of carrying out shipboard weather routeing. (8) °) Local meteorological conditions and changes can be observed directly. ‘Appropriate action can then be taken in response to changes as soon as they occur. The performance characteristics of the vessel in different circumstances are known by the Master in detail. ‘The performance of the vessel in response to the prevailing conditions can be directly assessed and appropriate adjustments made. ‘The original plan can be modified quickly in response to changing conditions to maximise the efficiency of the voyage. Information obtained through the internet or otherwise can be used to improve forecasting. Low cost.36) The Master wishes to verify the accuracy of the GPS. a) _ Discuss the accuracy of EACH of the following, regard to verifying the vessels: star sights; (3) i) Star sights are taken over short time intervals. Transfers are short and therefore uncertainties of transfer are minimised. ‘A number of bodies can be observed, minimising errors due to random and systematic errors. Positions obtained from star sights should be accurate to one nautical mile in good conditions. ii) consecutive sun sights with an intervening run. (5) ii) Consecutive sun sights with an intervening run are less accurate. There are unknown effects of set and leeway affecting the accuracy of the run and therefore the accuracy of the position. Normally one body is observed twice or thrice, the range of bearings and therefore the angle of intersection of the position lines is limited. ‘The limited range of bearings does not lead to elimination of random and systematic errors. The precision of the position is rarely less than two nautical miles. b) _ Discuss the factors that should be considered when selecting stars for determining the vessel's position. (10) b) Magnitude, brightest stars preferred. Bright stars are visible for a longer period, later at dawn and earlier at dusk. Bearings; a wide range of bearings is preferred ‘Awide range of bearings minimises the effects of random and systematic errors in the observations. Altitudes; moderate altitudes preferred. Observations of low stars are liable to errors due to abnormal refraction, Stars with low altitudes are more likely to be obscured by cloud or haze. Observations of high stars are difficult to take accurately.37) Compile emergency check list for grounding (15) 37) 38) Outline TEN factors that should be con: Stop engines. Sound general emergency alarm. Close watertight doors. ‘Warn other vessels in the area over VHF Channel 16 and send distress alert if needed. Exhibit appropriate lights and shapes. Make appropriate sound signals. ‘Switch on deck lighting. Check hull for damage. Sound all relevant spaces. Visually inspect relevant spaces. Sound around the ship externally. Determine the direction of the slope of the sea bed. Determine the nature of the sea bed. Obtain tidal and current information. ‘Obtain weather forecast and consider additional ballast if severe wind forecast. Reduce draught of the vessel. Fix the ship's position and program automatic systems. Inform owners and charterers. Prepare LSA if abandonment considered probable. red by the Master when determining appropriate ‘manning levels necessary on the bridge. (20) Visibility, state of weather and sea. Traffic density. If the vessel is in a TSS. Hours of work and rest. Proximity of navigational hazards The fitness for duty of any crew members on call who are assigned as members of the watch. The additional workload caused by the nature of the ship's functions, immediate operating requirements and anticipated manaeuvres. The competence and experience of the ship's officers and crew. Activities taking place on board, and the availabilty of assistance to be summoned immediately to the bridge when necessary. The operational status of bridge instrumentation and controls, including alarm systems. Rudder and propeller control and ship manoeuvring characteristics. The configuration of the bridge, to the extent that such configuration might inhibit a member of the watch from detecting by sight or hearing any external development. 'b) Describe FIVE items of information that the Pilot should tell the Master, when proceeding up river to the berth, (10)b) Berth and tug details. Intended berth. Berthing prospects. Side alongside. Transit time to berth. ‘Tug rendezvous position. Number of tugs. Tug arrangement. Bollard pull of tugs. Local weather and sea conditions, Tidal heights and times. Currents. Forecast weather. Abort points and contingency plans. VTS reporting, ‘Anchor and lookout attendance. Maximum allowable draught. PAGE122