Professional Documents
Culture Documents
com (LOWESTOFT)
1. STATE THE SPECIFIC CONDITION WHEN THE OOW MAY ACT AS A SOLE LOOKOUT octo-09
(2 marks)
Under the STCW code, the OOW may be the sole look-out in daylight conditions provided that on
each such occasion:
1. The situation has been carefully assessed and it has been established without doubt that it is
safe to operate with a sole look-out:
2. Full account has been taken of all relevant factors, including, but not limited to:
a. State of weather
b. Visibility
c. Traffic density
d. Proximity of dangers to navigation
e. The attention necessary when navigating in or traffic separation schemes:
3. Assistance is immediately available to be summoned to the bridge when any change in the
situation so requires.
2. STATE THE FACTORS THAT MUST BE TAKEN INTO ACCOUNT PRIOR TO THE OOW
BECOMING AN SOLE LOOKOUT(MGN 315)octo-09- (5 marks)
Under the STCW Code, the OOW may be the sole look-out in daylight conditions.(2 marks)
Factors must be taken into account prior to the OOW becoming an sole look-out:
1. Under what circumstances sole look-out Watchkeeping can commence:
2. How sole look-out Watchkeeping should be supported:
3. Under what circumstances sole look-out Watchkeeping must be suspended.
It is also recommended that before commencing sole look-out Watchkeeping the master should
be satisfied, on each occasion, that:
3. OUTLINE THE GUIDANCE ON HOW THE OOW MAY ENGAGE THE LOOKOUT'S ATTENTION.
(3 marks)
The OOW should consider the look-out as an integral part of the Bridge Team and utilise the look-
out to the fullest extent.
As a way of fully engaging the look-out’s attention consideration should be given to keeping the
look-out appraised of the current navigational situation with regard to expected traffic, buoyage,
weather, landfall, pilotage and any other circumstance relevant to good watchkeeping.
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
4. OUTLINE THE JUSTIFICATION OF ENTERING THE TRAFFIC SEPARATION ZONE WHEN THE
MASTER DOES NOT INTENDS TO CROSS THE ZONE. Octo-09 (3 marks)
1. “(i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic
lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in
length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
2. Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore traffic zone when en route to
or from a port, offshore installation or structure, pilot station or any other place situated within
the inshore traffic zone, or to avoid immediate danger.”
5. OUTLINE THE RATIONALE AND OBJECTIVE OF FORMING A BRIDGE TEAM WHEN THE SHIP
IS NAVIGATING IN RESTRICTED WATER octo-09/nov-07 (5 marks)
When a vessel is navigating in restricted waters, it is very essential to form a bridge team. The
objectives of forming a bridge team are:-
1. The duties can be delegated among the members of bridge team thus reducing the extra work
load on individual team member.
2. Navigation should be carried out on the large scale chart.
3. More careful and frequent assessment of the situation is possible.
4. Important feedback can be obtained.
5. Cross verification can be obtained.
6. The bridge team should maintain communication with engine room and all other operating
areas on the ship.
7. A bridge team fully understanding the coastal or restricted waters phase of the passage plan, as
well as understanding their individual roles and those of their colleagues, cannot be stressed too
strongly.
7. LIST SIX ITEMS OF EQUIPTMENT TO BE CHECKED TO ENSURE THAT THEY ARE FULLY
OPERATIONAL, WHEN ENTERING RESTRICTED VISIBILITY octo-08/july-10 (10 marks)
10. STATE TEN FACTORS THAT SHOULD BE CONSIDER WHEN DETERMINING THE
COMPOSITION OF A BRIDGE WATCH TEAM octo-09 (10 marks)
11. STATE THE THREE SPECIFIED ITEMS THAT THE OOW SHOULD ENSURE BEFORE HANDING
OVER THE WATCH march-08 (3 marks)
12. STATE THE TWO SPECIFIED INSTANCES WHEN THE OOW SHOULD NOT HAND OVER THE
WATCH TO THE RELIEVING OFFICER march-08 (2 marks)
1. 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
2. When a maneuver is in progress until such action has been completed
13. STATE THE MINIMUM REST TIME, UNLESS AN EXCEPTIONAL CIRCUMSTANCES, DURING 24
HRS WATCH march-08 (2 marks)
14. STATE THE MINIMUM LENGTH OF AT LEAST ONE OF THE DAILY REST PERIODS (2 mark)
Hours of rest may be divided into no more than two periods; one of which should be at least 6 hours
long
16. AT THE TIME OF THE OBERVATION THE SHIP’S HEAD BY COMPASS SHOWED 083 deg. (C).
july-09 (5 marks)
Using Datasheet Q * - Deviation Curve, state the deviation that the OOW should have expected and
subsequent action, in light of the celestial observation, that should be taken by OOW.
That time vessels compass heading is 083 deg. C and from the curve the deviation is 7.2 deg. E.
Therefore, the difference between both deviations is 9.3deg. E.
Following actions should be taken
1. Inform master
2. Check for any immediate navigation hazards in proximity and adjust course accordingly.
3. Verify deviation using terrestrial observation if vicinity (Transit Bearing)
4. Steer course allowing for the observe deviation and variation for the places as obtained from the
chart.
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
1. Tactical advance
Distance travelled by the centre of gravity in the direction of the original course until a point where
the vessel has altered her course by 90°.
2. Total advance
The total distance travelled by the centre of gravity in the direction of the original course.
3. Transfer
The distance travelled by the centre of gravity measured perpendicular to the direction of the
original course.
(b)
Original Course
Advance
Wheel Over
Transfer
18. EXPLAIN (i) CLEARING BEARING (ii) LEADING LIGHTS (iii) CROSS TRACK LIMITS (iv)
ABORT POSITION. July-08 (Each 2marks)
19. STATE FOUR ADDITIONAL ITEMS OF INFORMATION THAT SHOULD BE PRESENTED WITH
THE MANOEUVERING DATA. July-08 (4 marks)
At any instant during the turn a line drawn from the center of curvature of the path, perpendicular to
the ship’s fore and aft line meets the later at a point called the pivoting point (About one third of the
length from forward). When the vessel moves under stern way the pivoting point moves aft, very close
to the stern.
2. The diameters:
The greatest diameter scribed by the vessel from starting the turn to completing the turn (ship's head
through 180o) is the Tactical Diameter, i.e. the transfer for 180o. The internal diameter of the turning
circle where no allowance has been made for the decreasing curvature as experienced with the tactical
diameter is the Final Diameter.
4. STOPPING DISTANCE:
Generaly a vessel will carry her way farthestwhen she is large, depply loaded, smooth hulled, non-
fouled, and fine form.
a. Inertia Stop:
When the engines are stopped with the vessel moving ahead and, run off without putting the
engines astern, the maneuver is described an inertia stop.
20. OUTLINE THE EQUPITMENT THAT SHOULD BE VERIFIED AND THE TEST THAT SHOULD
BE CONDUCTED WHEN CONDUCTING STEERING GEAR TESTS PRIOR TO DEPARTURE
FROM A PORT. nov-08 (12 marks)
Shortly before departure, check and test the steering gear including, as applicable, the operation of
the following:
1. The main steering gear.
2. The auxiliary steering gear.
3. The remote steering control systems.
4. The main steering position on the bridge
5. The emergency power supply
6. The rudder angle indicators in relation to actual rudder position
7. The remote steering gear control system power failure alarms
8. The steering gear power unit failure alarms
9. Automatic isolating arrangements and other automatic equipment
1. The full rudder movement according to the required capabilities of the steering gear,
2. The timing of rudder movement from hardover-to-hardover, using each steering gear power unit
singly and together, to ensure consistency with previous tests,
3. As visual inspection of the steering gear and its connecting linkage,
4. The operation of the means of communication between the bridge and the steering gear
compartment.
21. STATE THE FREQUENCY, AS OUTLINED BY SOLAS, THAT EMERGENCY STEERING GEAR
TEST DRILLS MUST BE CONDUCTED nov-08 (1 mark)
22. EXPLAIN WITH AID OF A DIAGRAM, HOW THE RELATIVE POSITIONS OF EARTH, SUN AND
MOON INFLUENCE TIDAL RANGES. Nov-08/march-06 (5 marks)
The main factors causing tides are the combined effect of the gravitational forces exerted on the
earth by the moon and also, by the sun and are combined with the centrifugal forces produced by
the revolution of the earth and moons orbit around the earth to cause tides.
The difference in the gravitational and centrifugal forces exerted on the earth's surface by the moon
causes water to pile up towards the moon and also, in the hemisphere opposite to the moon.
Figure 1
Point A
LW
Moon
HW P
* HW
LW
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2. Spring tides
The tides with maximum range are known as Spring tides - they occur at fortnightly intervals.
Figure 2 represents the relative positions of the sun and moon at spring tides, when the tidal
generating forces of the sun and moon act together producing the highest high tide and the lowest
low waters.
Figure 2
Earth Sun
Opposition Conjunction
3. Neap tides
The tides with minimum ranges are known as Neap tides - they also occur at fortnightly intervals.
Figure 3 represents the relative positions of sun and moon at neap tides when the tidal generating
forces are acting at right angles to each other, so that effectively a lower high water and a higher low
water is produced. . These forces of the Sun relative to the moon are in the approximate ratio 7: 3.
1st Quarter
Earth Sun
2nd Quarter
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(i) The methods of prediction that were used in the calculation – the longer the period over which
the observations were made, the more accurate the data will be for the seasonal changes in
meteorological conditions for instance.
(ii) How recent the tidal observations were made. For example, over the years mean sea level
changes. The more recent the observations the more accurate the tidal prediction information will
be.
24. STATE THE REASONS FOR POSSIBLE DISCREPANCIES BETWEEN THE PUBLISHED
HEIGHTS/TIMES AND ACTUAL HEIGHTS/TIMES EXPERIENCED.Nov-08/march-06(3marks)
The discrepancies between predicted and observed heights and times can be caused by:
25. STATE THE CRITERIA USED TO DETERMINE WHICH STANDARD PORT A SECONDARY
PORT IS LINKED TO WHEN THE PART II CORECTION TABLES WERE COMPLIED (2 marks)
The Standard Port from which the Secondary Port Data is based should have:
(i) Tidal Characteristics similar to that of a local standard port.
(ii) If (i) is not possible then another standard port distant from the secondary port which has similar
tidal characteristics
26. STATE THE POSITION OF THE APPARENT SUN, IN RELATION TO THE VISIBLE HORIZON,
WHEN AN AMPLITUDE BEARING SHOULD BE OBTAINED.(2 marks)
Amplitude or bearing taken when Sun or Moon is half the diameter above the horizon.
27. STATE TWO CIRCUMSTANCES WHEN A VESSEL MAY ENTER THE SEPARATION ZONE
Coto-08 (2 marks)
“A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a
separation zone or cross a separation line except:
28. STATE TWO METHODS TO DETERMINE IF THE TSS HAS BEEN ADOPTED BY THE IMO
Octo-08/july-07 (2 marks)
1. Sailing Directions
2. Annual Notices to Mariners – No.17
3. Weekly Notices to mariners
4. Rule 10 of COLREG
5. MSN 1642
6. ALRS volumes 6/7
29. STATE WHICH VESSELS MAY USE THE INSHORE TRAFFIC ZONE octo-08 (5 marks)
30. STATE TWO CIRCUMSTANCES WHEN A SHIP IS EXEMPTED FROM COMPLYING WITH RULE
10 octo-08 (2 marks)
1. A vessel restricted in her ability to maneuver when engaged in an operation for the maintenance
of safety of navigation in a traffic separation scheme is exempted from complying this Rule to the
extent necessary to carryout the operation.
2. A vessel restricted in her ability to maneuver when engaged in an operation for the laying,
servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from
complying with this Rule to an extent necessary to carryout the operation.
31. STATE FIVE INSTANCES WHEN THE OOW SHOULD CHECK THE GYRO AND MAGNETIC
COMPASS ERROR octo-08 (5 marks)
OR
32. STATE FIVE INSTANCES WHEN THE ERROR OF THE SHIP’S COMPASS SHOULD BE
OBTAINED march-08 (5 marks)
33. STATE TWO REASONS WHY 1 HR NOTICE SHOULD BE GIVEN TO THE ENGINE ROOM PRIOR
TO THE ARRIVAL AT STAND BY ENGINE POSITION march-08/octo-07 (2 mark)
1. Additional generator has to be started for extra power consumption for running additional
machineries during maneuvering.
2. It will be required to stop fresh water generator.
3. To change over main engine consumption from fuel oil to diesel oil.
4. To prepare the auxiliary boiler for steam supply during maneuvering for heating purifiers and
auxiliary purposes.
Note:
5. OOW should be aware that the E.R. personal also has many checks and preparations to make
prior maneuvering.
6. Depending on the characteristics of the plant, this time will be utilized for reduction to full ahead
maneuvering speed from full sea speed in order to protect the engines from thermal shock.
34. STATE THE MEANS OF COMMUNICATION WITH THE EMERGENCY STEERING POSITION ON
THE STEERING FLAT IN THE EVENT OF A TOTAL POWER FAILURE OF SHIP'S TELEPHONE
SYSTEM march-08 (2 marks)
35. THE ADMIRALTY SAILING DIRECTIONS WILL BE USED IN THE APPRAISAL. STATE EIGHT
TOPICS OF INFORMATION CONTAINED IN THIS PUBLICATION nov-07 (4 marks)
36. LIST FOUR PUBLICATIONS THAT SHOULD BE CONSULTED WHEN PLANNING A LANDFALL
July-10 (4 marks)
38. LIST TEN CIRCUMSTANCES WHEN THE MUSTER MUST BE CALLED. octo-07 / july-10
(10 marks)
40. EXPLAIN THE OBLIGATION THE OOW WILL HAVE WHEN IN THE PRESENCE OF A PILOT.
July-10 (3 marks)
The pilot has a specialized knowledge of navigation in coastal waters. The presence of a pilot does
not relieve the master or the OOW of their duties and obligations for the safety of the ship. OOW
will:
1. Call Master, if in doubt.
2. Monitor own vessel and other position of other vessels in the vicinity.
3. Inform Master at check points and communication points.
4. Maintain an effective lookout.
5. Remain on manual steering.
6. VHF watch to be maintained on CH 16 and channel as required by the pilot.
7. Keep engine room informed.
8. Maintain logbook entries.
9. Exhibit correct lights and shapes.
10. Fly correct flags.
11. Do not stand vessel into danger.
12. Use all available means to check vessel's position.
It is important that a proper, formal record of navigational activities and incidents, which are of
importance to safety of navigation, is kept in appropriate log books.
Paper records from course recorders, echo sounders, navtex receivers etc should be retained at least
for the duration of the voyage, suitably date and marked if practicable.
REQUIREMENTS
In addition to the national requirements, it is recommended that the following events and items, as
appropriate, be among those recorded:
PURPOSE
The purpose of recording orders, information and communication is usually to allow a reconstruction
of the sequence of the events following an incident. This is necessary to :
1. Apportion blame.
2. Learn lesson. Investigation and findings can be promulgated throughout industry with the
primary purpose of preventing similar occurrence.
3. Refute spurious claims
4. A statistical examination of records can often lead to operating practices that promote a more
efficient use of resources. For example, records of bunker consumption against speed can lead to
a more engine management practice.
45. DEFINE (i) TRAFFIC LANE (ii) SEPARATION ZONE (iii) SEPARATION LINE (iv)
INSHORE TRAFFIC ZONE (v) PRECAUTIONARY AREA. July-07 (Each 2 marks)
1. Traffic Separation Scheme – A routeing measure aimed at the separation of opposing streams of
traffic by appropriate means and by establishment of traffic lanes.
2. Traffic Lane – An area within defined limits in which one-way traffic is established. Natural
obstacles including those forming separation zones, may constitute a boundary. (2 mark)
3. Separation Line or Zone – A line or zone separating the traffic lanes in which ships are proceeding
in opposite o nearly opposite directions or separating a traffic Lane from adjacent sea. (2 mark)
4. Inshore traffic Zone – A routeing measure comprising a designated area between the landward
boundary of a traffic separation scheme and adjacent coast-to be used in accordance with Rule
10(d) - intended for local traffic. (2 mark)
5. Precautionary Area – An area where ships must navigate with particular caution and within which
the direction of traffic flow may be recommended. (2 mark)
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
46. STATE THE PRECISE OBJECTIVES AND RATIONALE OF A ROUTEING SCHEME AS OUTLINED
IN THE IMO SHIP'S ROUTEING GUIDE AND SOLAS CHAPTER V. july-07/0cto-09 (5 marks)
Objectives
The objective of ships routeing is to improve the safety of navigation in areas of heavy traffic, areas
where traffic converges and areas where ships meet a lot of crossing traffic. Routing may also be
introduced where sea room for manoeuvring is restricted by lack of sea room, obstructions, limited
depths or bad weather conditions.
Ships routeing systems contribute to the safety of life at sea, safety and efficiency of navigation and
/or the protection of the marine environment
1. Routeing system
2. Mandatory Routeing system
3. TSS
4. Traffic separation zone
5. Traffic separation line
6. Traffic lane
7. Round about
8. Inshore traffic zone
9. Tow way route
10. Recommended track
11. Deep water route
12. Precautionary area
13. Area to be avoided
14. Established direction of traffic flow
15. No anchoring area
16. Recommended direction of traffic flow.
47. STATE SIX ITEMS OTHER THAN COMPASS THAT OOW SHOULD CHECK EVERY WATCH
DURING AN OCEAN PASSAGE, july-07 (6 marks)
48. STATE TEN FACTORS TO BE CONSIDERED WHEN UNDERTAKING THE APPRAISAL STAGE
WHEN DETERMINING THE CHOICE OF ROUTE, march-07/march-06 (10 marks)
1. Charterer instructions
2. Voyage requirement – Fastest, Most economical, Best weather,
3. Condition and state of vessel, its stability,
4. Nature of cargo, distribution, stowage and securing,
5. Load line,
6. Recommended routes-from sailing directions, ocean routeing charts, marine routeing guide etc,
7. Maneuvering characteristics of vessel,
8. Draft with regard to UKC requirement and effect of squat in shallow areas,
9. Fuel onboard /fuel availability,
10. Stores and water onboard,
11. Status of ship equipment,
12. Regulations – Dangerous cargo prohibited areas, Ships not permitted within certain distance of
coast line, Pollution e.g. tank cleaning,
13. Charts on board / chart correction available,
14. Availability of Navigation Aids / prominent features,
15. Availability of communications,
16. Navigational hazards / Risk assessment / contingency plan,
17. Accuracy / reliability of information,
18. Experience.
1. Visual fixing methods most reliable and have maximum accuracy when coasting, if compass error
known. Visual fixes based on 3 position lines and may be plotted horizontal angles if compass
error not known.
2. Visual fixes independent of ships power supply and do not suffer the risk of monitoring ships
position being compromised in case of power / equipment failure.
3. Radar based parallel indexing and ground stabilized mapping lines give continuous monitoring.
4. Transit marks, leading lights, clearing bearings, clearing range techniques extremely useful.
5. Multiple radar ranges quick and effective way to obtain position, providing effective time
management in restricted waters.
6. Electronic navigation methods useful in restricted visibility or when coastline features are not goo
radar targets.
7. Electronic Navigation / Satellite based system very useful for position verification at landfall or in
case of ambiguity of coastline features.
8. Echo sounder provides valuable checks of depth.
9. Buoys not used for position fixing unless their position has been positively verified.
50. EXPLAIN WHY CO-TIDAL AND CO-RANGE DIAGRAM (CHART 5500) MAY BE OF USE IN THE
EXECUTION STAGE OF A PASSAGE PLAN. Dec-06 (3 marks)
This diagram enables a tidal prediction to be made for position offshore the co-tidal lines are drawn
through point of equal mean high water interval (MHWI). MHWI is the mean time interval between
the passage of the moon over the meridian of Greenwich and the time of next high water at the
place concern. Co-range lines are drawn through the points of equal mean spring range (MSR). MSR
is the difference in level between mean high water spring and mean low water spring and is given in
metres.
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
The time correction to be applied at required position should be obtained by finding the time
difference between its MHWI and that for the nearest standard port shown on the diagram. The
height at the position is obtained by multiplying that for the standard port by the ratio of the MSR.
51. STATE FIVE FACTORS TO BE CONSIDERED WHEN UNDERTAKING THE PLANNING STAGE
TO DETERMINE AN APPROPIATE DISTANCE TO PASS OFF A HEADLAND, march-07 (4 m)
52. LIST THE SIGNS INDICATING THE PROXIMITY OF DRIFT ICE. March-07 (7 marks)
1. Ice Blink -On a fine day with blue sky, Yellowish haze on the horizon, Whitish glare in clouds
on an overcast day
2. A characteristic light in the sky just above the horizon caused by the reflection off the white
surface
3. Sudden smoothing of the sea surface & reduction in swell indicates drift ice to windward
4. Isolate fragments of ice pointing towards the thicker ice
5. Thick bank of fog. White patches of fog indicate ice at a short distance
6. Unusual presence of wildlife (in Arctic– appearance of walruses seals & seabirds)
7. Surface temperature falls below +1C & vessel is not in a cold current
53. STATE THE PUBLICATIONS THAT OBLIGES A SHIPMASTER TO REPORT ICE AND SEVERE
ICE ACCERETION. March-07 (1 mark)
SOLAS – Chapter-5, requires reporting of ice and Severe Ice Accretion (every 3 hrs or less)
54. OUTLINE THE REPORTING REQUIREMENTS OF (i) ICE (ii) SEVERE ICE ACCERETION
1. Altering course,
2. Reducing speed,
3. Moving towards an area of higher air / sea temperature,
4. Seek shelter,
5. Run before the wind at least speed that will maintain steerage way.
6. Clearing ice
56. EXPLAIN HOW THE USE OF ADMIRALITY CHART 5500, MARINERS ROUTEING GUIDE,
ENGLISH CHANNEL AND SOUTHERN NORTH SEA CAN AID AN OOW TO PLAN THE PASSAGE
THROUGH BUSY AND CONGESTED WATER. Dec-06 (10 marks)
CHART 5500, MARINERS ROUTEING GUIDE, ENGLISH CHANNEL AND SOUTHERN NORTH SEA:
1. PASSAGE PLANNING WITH CHART 5500 – Provide guidance and advice in the aspect of APEM
(appraisal, planning, execution and monitoring) for a vessel progress through English channel and
Southern North Sea.
2. ROUTEING, GENERAL RULE AND REGULATION – Vessel routeing through TSS shall comply with
Rule 10 of COLREG.
a. Deep water routes specially for deep draught vessels.
b. In 2 way route, vessel should keep to starboard side.
4. PASSAGE PLANNING FOR SPECIAL CLASSES OF VESSEL – Such as tankers, ship’s carrying
dangerous cargo, deep draft vessels and those bound to Euro port.
5. OIL AND DANGEROUS CARGOES: MARINE POLLUTION – This section contains list of oil and
noxious substances that are required to be reported under EU regulation. Also tells about
MARPOL 73/78 Annex I.
6. RADIO REPORTING SYSTEM – Details regarding reporting methods adopted in the channel.
Reporting points and surveillance stations are shown on the chart.
8. MARITIME RADIO SERVICES – Provide details of station, frequencies and time of transmission of
specific messages including navigational warning, weather reporting, etc.
9. PILOT SERVICES – Provide details about pilot boarding, frequency to use, boarding time and
position and communication required.
10. TIDAL INFORMATON SERVICES – Provide tidal information for position offshore by use of co-tidal
and co-range.
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
57. EXPLAIN HOW THE FOLLOWING WOULD BE USED IN APPRAISAL STAGE (i) TIDAL
STREAM ATLAS (ii) ADMIRALTY SAILING DIRECTIONS (iii) ADMIRALTY LIST OF LIGHT
AND FOG SIGNAL (iv) CATALOGUE OF ADMIRALTY CHARTS AND OTHER
HYDROGRAPHIC PUBLICATIONS. Dec-06 (Each 4 marks)
Gives location, rate and set of tidal stream in the area at hourly intervals.
1. This can be used for planning the passage and executing the passage to transit the waters with
favorable tidal stream.
2. ETA’s of each waypoint, critical section of passage or pilot boarding etc can be calculated.
3. Helps in determining EP (estimated position) and countering set. Areas of strong tidal sets will
require more frequent position plotting.
4. Helps in planning arrival at anchorage (that is arrive in slack water)
‘Admiralty Sailing Directions’ or ‘Pilot Books ’as they are commonly known, are published in volumes
by the UKHO. These provide world wide coverage and are intended to complete the Admiralty
charts:
Provides information on the following;
1. Describes the coast, off lying dangers and other navigational hazards for route planning,
2. Gives seasonal and climatological data for route planning,
3. Topography of coastline to landmarks for visual and radar monitoring.
4. Route recommendations and contingency anchorages,
5. Buoyage system,
6. Description of Pilotage waters,
7. Description of approach channels, harbor and anchorage areas.
The United Kingdom Hydrographic Office (UKHO) publishes The Catalog of Admiralty Charts and
Other publications (NP 131) annually. It shows the areas of coverage of BA charts and other BA
publications. The Defense Mapping Agency (DMA) of the USA produces a similar document, as
CATPV1U. The US version shows the areas of coverage of US charts and other publications.
GANGARAM BOMIDI – inbox.ganga@gmail.com (LOWESTOFT)
58. AS OOW STATE THE ACTIONS THAT SHOULD BE TAKEN IF A CELESTRIAL OBSERVATION
USING THE MAGNETIC COMPASS INDICATED THAT THE DEVIATION WAS 10 deg W
GREATER THAT THE DEVIATION CARD SHOWED FOR THAT SHIP'S HEAD. Dec0-6 (5
marks)
1. Inform master,
2. Check for any immediate navigational hazards in proximity and adjust course accordingly,
3. Verify deviation using terrestrial observation,
4. Steer Course allowing for the observed deviation and variation for the places as obtained from the
chart,
5. While investigating the cause for the difference in deviation consider following
a. Presence of magnetic anomalies.
b. Check the binnacle of the compass for bubble formation.
c. Check all Flinder’s bar magnet and heeling magnets are in place.
d. Adjust the Flinder’s bar and / or heeling magnates.
59. OUTLINE THE DETAILS CONTAINED IN THE TIDAL STREAM ATLAS TO ASSIST IN THE
APPRAISAL OF THIS PASSAGE. Dec-06 (4 marks)
Tidal Stream Atlas show the direction of the stream as vector arrows and spring and neap rates from
6 hrs before to 6 hrs after on small chart lets, there are 17 Admiralty Tidal Stream Atlas, which shows
in diagrammatic form the major Tidal Stream for selected waters of NW Europe.
Advantages of Admiralty Tidal Stream Atlas can be summarized as:
1. They show both direction and rate of tidal streams at hourly intervals by careful and accurate use
of graded arrows.
2. Display mean neap and spring tidal rates in tenth of a knot.
3. Include diagram to assist you to calculate the tidal stream rates your required day.
60. STATE THE INSTANCES WHEN INTERMEDIATE TIDAL HEIGHTS MAY NOT BE CALCULATED
FOR PACIFIC PORTS. 0cto-06 (4 marks)
61. STATE SIX OTHER PUBLICATION THAT SHOULD BE CONSULTED AS PART OF THE
APPRAISAL PROCESS. Octo-06 (6 marks)
62. DIRECTION TO ASSIST THE MARINER IN APPRAISING THE PASSAGE- CHART 5056
0cto-06 (8 marks)
Provides information on the following;
1. Describes the coast, off lying dangers and other navigational hazards for route planning,
2. Gives seasonal and climatological data for route planning,
3. Topography of coastline to landmarks for visual and radar monitoring.
4. Route recommendations and contingency anchorages,
5. Buoyage system,
6. Description of Pilotage waters,
7. Description of approach channels, harbor and anchorage areas.
63. STATE SIX ITEMS CONTAINED IN THE BRIDGE PROCEDURE GUIDE, BRIDE CHECKLIST FOR
A VESSELS NAVIGATING IN HEAVY WEATHER. Octo-06 (6 marks)
1. The master, engine room and crew should be informed o the conditions.
2. All movable objects been secured above and below decks, particularly in the engine room, galley
and in the store rooms.
3. Ship’s accommodation secured and all ports and deadlights closed.
4. All weather deck openings been secured.
5. Speed and course adjusted as necessary.
6. Crew to be warned to avoid, upper deck areas made dangerous by the weather.
7. Safety lines / hand lines rigged where necessary.
64. EXPLAIN FIVE BRIDGE OPERATIONAL FACTORS THAT SHOULD BE CONSIDERED BY THE
OOW PRIOR TO A VESSEL ENTERING AN AREA OF OFFSHORE INSTALLATIONS. Octo-06 (5
marks)
1. Ensure that the chart selected is of largest scale available and is up to date.
2. Vessel should stay clear of safety zones as marked on the chart or advised by warnings. A
minimum safe distance of 500m must be maintained in the absence of information. The rig
should be given a wide berth.
3. OOW prepared to use the engines and call a look out and/or a helmsman to the bridge.
4. Use designated routing system established in the area,
5. Following factors should be taken into considerations:
a) Advice/recommendations in sailing directions,
b) Ship’s draft,
c) Tides and current,
d) Weather and visibility,
e) Available navigable aids and their accuracy,
f) Traffic separation routing schemes,
6. Maintain a continuous listening watch on VHF Ch-16/Ch-70 to facilitate communication between
installation, stand by vessels, VTS or other vessels,
65. STATE FIVE FACTORS THAT WOULD INFLUENCE THE MARGIN OF SAFETY WHEN
UNDERTAKING THE PLANNING STAGE OF A VOYAGE PLAN. March-06 (5 marks)
1. The size and draft of the vessel, required UKC and squat effect.
2. Speed of the vessel.
3. The manoeuvring characteristics of the vessel.
4. Presence of strong tidal sets.
5. Available depth and width of water.
6. The accuracy of navigable aids to be used.
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66. STATE WITH REASON FIVE FACTORS TO BE CONSIDERED UNDER THE EXECUTION STAGE
OF A VOYAGE PLAN. March-06 (5 marks)
EXECUTION;
Once the ETD is known the ETA can be determined. Taking into account the weather and tide
conditions the passage can be commenced. Execution stage is the executing of the passage plan. This
is carried out by the bridge team.
1. Check reliability and condition of the vessel Nav equipments.
2. Calculate estimated time of arrival at the critical points of the passage when vessel requires a tidal
window.
3. Metrological conditions as well as weather routeing information at start and during passage.
4. Day time versus, night time passing of danger points or transiting restricted areas and any effects
this might have on the position fixing accuracy.
5. Traffic conditions specially at focal points (converging traffic from different directions).
6. Time management, frequency and means of position fixing, position fixing to be done by more
than one means for cross verification. Positions obtained by navaids should be checked wherever
possible by visual means.
7. Compare fix with DR to ensure position makes sense.
8. Buoys should not be use for position fixing unless it has positively ascertained that they are in
position, but may be used for guidance.
9. Check time when extra hands will be required along critical junctions of passage.
67. STATE WITH REASONS, FIVE FACTORS TO BE CONSIDERED WHEN CONSIDERING THE
MONITORING STAGE OF A VOYAGE PLAN. March-06 (5 marks)
Coastal
1. Provides accurate position line independent of compass errors.
2. When crossed with another position line or circle provides a fix.
3. Provides compass error (deviation for ships heading or gyro error).
4. As leading lines through archipelagos or sandbanks.
5. As clearing transits from areas of danger.
6. To mark limits of measured miles.
7. To indicate wheel over points or change in engine status.
Pilotage waters
1. As leading lines
2. As clearing lines
3. To indicate wheel over points in engine status
4. To fix vessels position when crossed with another position line or circle
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At anchor
1. To fix vessels position and/or position of anchor.
2. To determine compass errors.
3. To determine if anchor is dragging (any suitable landmark can be used for this, they do not
need to charted.)
69. STATE THE CONSIDERATIONS TO BE TAKEN INTO ACCOUNT WHEN SELECTING OBJECTS
TO BE USED AS TRANSITS
1. Ensure that the two objects observed are the same as those charted (Taking a bearing of the
transit and comparing with that on the chart can confirm this.)
2. The closest land mark should be the lower.
3. To maintain the ship on a leading line steer towards the closest transit mark.
4. The closer the landmark is to the observer, the easier it is to detect when ship is being set off the
leading line.
1. Depth of water-consult chart, tide tables and ships draught. Is there sufficient depth to remain
afloat at low water but shallow enough to afford good holding.
2. Shelter-consult chart and weather forecast. The position should be sheltered from both prevailing
and forecast winds and give adequate clearance from lee shores. Check that the tidal streams are
not too strong.
3. Swinging room-there should be adequate swinging room, taking into account tides, other vessels
and the scope of cable deployed.
4. Holding ground-consult chart, sailing directions, port publications VTS and pilots. Port authorities
often designate anchorage areas according to destination and/or size of ship.
71. AS OOW STATE THE ACTIONS THAT SHOULD BE TAKEN IF A CELESTRIAL OBSERVATION
USING THE GYRO COMPASS INDICATED THAT THE DEVIATION WAS 15* HIGH. March-06
(5 marks)
72. Draw intended track, keeping in mind shortest distance, margins of safety, Rule 10 and use T.S.S.,
regulation pertaining to cargo and type of ship.
73. Mark A/C Wpts with reference point bearing and distance, Wpt no. DTG
74. Highlighting dangers, mark ‘no go’ areas.
75. Encircle charted features for visual and radar fixes.
76. Mark parallel indexes, clearing bearing and ranges where possible and required
77. Mark ‘Wheel Over’ position.
78. Mark position for starting Echo sounder.
79. Position for engaging hand steering, starting 2 nd steering motor, extra look-out.
80. Identify areas where CROSS traffic expected.
81. ‘See Notes’ on charts must be read and taken into account.
82. Circle tidal diamond en route, write HW time of reference port.
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83. DETAIL IN ORDER THE STEPS TO BE TAKEN AND THE PUBLICATIONS TO BE CONSULTED
TO COMPLETE THE REQUIREMENTS OF EACH OF THE FOLLOWING STAGE OF A PASSAGE
PLAN (i) APPRAISAL (ii) PLANNING
APPRAISAL:
This comprises of gathering all the relevant information for the voyage along the planned track. This
task is normally delegated to the Navigation officer.
1. Condition of the vessel, its state of stability, its draft at different areas
2. Any special characteristics of the cargo
3. Provision of competent and well rested crew
4. Select largest scale charts (corrected and up to date)
5. Obtain M.S.I. (Maritime Safety Information on Navtex, Sat-C, Wx Fax);
a. Radio navigational warnings affecting the areas are received,
b. Metrological information for recommendations on route to be taken.
6. Check that all charts to be used have been corrected up to date
7. Check that all publications to used; Sailing directions, Admiralty List of lights and fog signals have
been corrected and up to date from the latest information available.
8. Consult following;
a. Planning charts, Sailing Directions and Routeing Charts for recommendations on route to be
taken
b. Current and Tidal Atlas to obtain direction and Rate of Set.
c. Tide Tables water depth available at time of passage any critical starches of the passage
d. Ship’s Routeing guide for requirements of traffic separation and routeing schemes.
9. Study charted navigational aids and coastline characteristics for landfall and position monitoring
purpose.
10. Consider volume and flow of traffic likely to be encountered.
11. Maritime environmental protection measures.
12. Study the maneuver characteristics of the ship to decide upon safe speed and, where
appropriate, allowance for turning circle at course alteration points.
13. Estimate draft of the ship during the various stages of the passage.
14. If a Pilot is to be embarked, make a careful study of the area at the Pilot boarding point for pre-
planning intended maneuvers.
15. Where appropriate, study all available port information data.
16. Check any additional items which may be required by the type of ship the particular locality, or
the passage to be undertaken.
PLANNING;
Is the making of the passage plan for the voyage using all the data and information gathered in the
appraisal process. The Plan must be prepared by the Navigating officer and presented to the master
for his approval well before the vessel is to commence it’s voyage.
1. Hatch in all the danger areas and hazards to navigation. ‘no go areas’, maintain safe UKC at least
20% of the draft.
2. Plot intended track in 360 deg notations, write all alteration points (A/C), wheel over position, DTG,
WP No. reporting points (incl. method of reporting, channel or frequency and report), VTS.
3. Margin of safety (taking into account draft, speed, tidal stream, maneuvering characteristics,
available depth and width of water and cargo).
4. Encircle all radar conspicuous objects, recons, buoys, Nav Aids.
5. Identify primary and secondary means of position fixing.
6. Indicate transit bearings, clearing bearings and ranges.
7. Indicate positions where change machinery status may be required.
8. Permissible deviation from the intended track,(parallel indexing).
9. Abort point, contingencies of alternate route or anchorage for various failures (of equipment and /
or machinery, points of no return).
10. Comply with the local and international regulations and also with the marine environmental
protection regulations.
Planning details should be recorded on voyage plan note book, and available at all times on the
chart table along with supporting publications (ALRS, ATT, Current Atlas etc).
MONITORING
Is the continuous monitoring of the execution of the plan, to ensure that the vessel is at all times
along the intended track.
1. The plan should be available at all times on the bridge to get the reference to the details of the plan.
2. Check the progress of the vessel in accordance with voyage and passage plan.
3. Monitor that the vessel is on the intended track, (plan operating ok).
4. Identify when failures have occurred, or a contingency situation has arrived.
5. Identify when plan has to be modified.
6. Visual bearings are usually the mostly accurate means of position fixing provided the compass error
is known. In the event that the compass error is not known, plot three bearing as horizontal angles.
7. Compass error to be checked at every watch and after large alterations.
8. Compare fixes obtained by Nav Aids (like GPS etc) whenever possible with visual means.
9. Compare fix with DR to ensure position makes sense.
10. Buoys should not be use for position fixing unless it has been positively ascertained that they are in
position, but may be used for guidance.
11. Parallel indexing or ground stabilized mapping lines are effective ways of continuously monitoring
the ship’s progress specially, in restricted waters.
12. Transit marks, clearing bearings, and clearing ranges.
13. GPD XTE (cross track error) mode can be used for continuously monitoring the ship’s progress,
however this is not to be a perfect option in restricted waters.
14. Appropriate selection of radar display and range scale settings.
15. Echo sounder should be used for continuous monitoring of depths and UKC.
16. At least one monitoring method should be independent of the vessels power supply, so that black-
out will not compromise the monitoring of the vessels progress.
17. Position should be plotted on the chart at sufficiently frequent intervals to establish historical trends
and give early warning of running into danger.
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84. LIST THE MAIN TOPICS OF PART A OF THE BRIDGE PROCEDURE GUIDE
1. Bridge organization
1. Overview
2. Bridge resource management and bridge team
3. Navigation policy and company procedures
2. Passage planning
1. Overview
2. Responsibility for passage planning
3. Notes on passage planning
4. Notes on passage planning in ocean waters
5. Notes on passage planning in coastal or restricted waters
6. Passage planning and pilotage
7. Passage planning and ship’s routeing
8. Passage planning and ship reporting systems
9. Passage planning and vessel traffic services