SQA Ans by Ganga

GANGARAM BOMIDI – [email protected] (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 ma y be the sole look -out in daylight conditions.(2 marks)

Factors must be taken into account prior to the OOW O OW 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: I.

The OOW has had sufficient rest prior to commencing watch,

II. In the judgment of the OOW, the anticipated workload is well within his capacities to maintain a proper look-out and remain in full control of the prevailing circumstances. III. Back up assistance to the OOW has been designated. IV. The OOW knows who will provide that back-up assistance, in what circumstances back-up must be called, and how to call it quickly. V. Designated back-up personal are aware of response times, any limitations on their movements, and are able to hear alarm or communication calls from the bridge. VI. All essential equipment equipment and alarms on the bridge are fully functional.

3. OUTLINE THE GUIDANCE ON HOW THE OOW MAY ENGAGE THE LOOKOUT'S LOO KOUT'S ATTENTION. (3 marks) The OOW should consider the look-out as an integral part of the Bridge Team and utilise the lookout 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 relevant to good go od watchkeeping.

GANGARAM BOMIDI – [email protected] (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 Notwithstanding sub-paragraph (d) (i), a vessel v essel 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 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.

6. STATE TEN FACTORS TO BE CONSIDERED WHEN DETERMINING THE BRIDGE COMPOSITION WHEN NAVIGATING IN RESTRICTED WATERS octo-08/nov-07 (10 marks) Note to Students - Any 10 of the following: 1. visibility, state of weather and sea; 2. traffic density, and. other activities occurring occurring in the th e area in which the ship is navigating; 3. the attention necessary when navigating in or near traffic separation schemes or other routeing measures; 4. the additional workload caused by the nature of the ship's functions immediate operating requirements requirements and anticipated manoeuvres; 5. the fitness for duty of any crew members on call who are assigned as members of the watch; 6. The knowledge and confidence in the professional competence of the ship's officers and crew; 7. The experience of each OOW, and the familiarity of that OOW with the ship's equipment, procedures and manoeuvring capability; 8. Activities taking place on board the ship at any particular time including radio communication activities, and the availability of assistance to be summoned immediately to the bridge when necessary; 9. The operational status of bridge instrumentation instrumentation and controls, i ncluding alarm systems; 10. Rudder and propeller control and ship manoeuvring characteristics; 11. the size of the ship and the field of vision av ailable from the conning position; 12. The configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting detecting by sight and hearing any external development; 13. Any other relevant standard procedure or guidance relating to watch-keeping arrangements and fitness for duty.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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) 1. Radar, ARPA or other plotting facilities. 2. VHF. 3. Course and engine movement recorder. 4. Fog signaling apparatus. 5. Navigation lights. 6. Deck lights 7. The steering gear being tested and manual steering tried out. 8. Echo sounder if in shallow waters. 9. Watertight doors, if fitted. 10. Communication with engine control room.

8. STATE FIVE FACTORS TO BE CONSIDERED WHEN DETERMINING THE FREQUENCY OF POSITION FIXING IN RESTRICTED WATER octo-08 (5 marks) OR 9. OUTLINE FOUR FACTORS TO BE CONSIDERED WHEN UNDERTAKING THE MONITORING STAGE WHEN DETERMINING THE FREQUENCY OF POSITION FIXING. March-07 (4 marks) 1. 2. 3. 4. 5. 6.

Proximity of dangers. Monitoring vessels position at ½ the time to nearest danger. Speed of vessel Presence of current / Tidal flow, its Set and Rate State of visibility Reliability / Accuracy of monitoring means available Availability of continuous monitoring means (e.g. parallel indexing, ground stabilized mapping lines, transit bearings, leading lights etc.) 7. Availability of cross checks by other monitoring methods 8. Maneuvering characteristics of vessel 9. Metrological effects and state of weather

10.STATE TEN FACTORS THAT SHOULD BE CONSIDER WHEN DETERMINING THE COMPOSITION OF A BRIDGE WATCH TEAM octo-09 (10 marks) 1. 2. 3. 4. 5. 6. 7.

Visibility, state of weather and sea, Traffic density, If navigating in or near TSS Additional work load caused by nature of ship’s functions, Fitness for duty of any crew members who will be the member of watch, Knowledge of and confidence in the professi onal competence of the ship’s officer’s and crew, Experience of the OOW and familiarity of that OOW with the ship’s equipment, procedures and maneuvering capability, 8. Operational status of the bridge instrumentation and controls, 9. Rudder and propeller contro l and ship’s maneuvering characteristics, 10. Size of the ship and field of vision.

11.STATE THE THREE SPECIFIED ITEMS THAT THE OOW SHOULD ENSURE BEFORE HANDING OVER THE WATCH march-08 (3 marks) Handing Over the Watch -The OOW shall: 1. ensure that the members of the relieving watch are fully capable of performing their duties 2. ensure that the vision of the relieving watch is fu lly adjusted to the light conditions 3. ensure that all standing orders and the Master’s night orders are fully understood

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 12.STATE THE TWO SPECIFIED INSTANCES WHEN THE OOW SHOULD NOT HAND OVER THE WATCH TO THE RELIEVING OFFICER march-08 (2 marks) The OOW shall not hand over the watch: 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) In summary, and unless covered by an exception, the Regulations provide for 1. a minimum of 10 hours rest in any 24 hour period and 2. 77 hours in any seven day period. Hours of rest may be divided into no more than two periods; one of which should be at least 6 hours long, and the intervals in between should n ot exceed 14 hours.

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

15.  AN OOW OBTAINS A SHIPS POSITION DERIVED BY CELESTIAL OBSERVATIONS WHICH IS 20 NAUTICAL MILES TO THE SOUTH OF THE D.R. POSITION. AFTER HAVING CHECKED THE CALCULATIONS AND PLOTTING OF THE SIGHTS THE OOW CAN FIND NO ERROR. March-08 (2 marks) STATE THE ACTIONS REQUIRED BY THE OOW. 1. Call the master 2. Ensure that the vessel is safe in continuing from either position 3. Perform another sight and / or use another form of fixing to cross check original sight e.g. GPS 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. From Q, the deviation is 2.1 deg. W. 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. 2. 3. 4.

Inform master Check for any immediate navigation hazards in proximity and adjust course accordingly. Verify deviation using terrestrial observation if vicinity (Transit Bearing) Steer course allowing for the observe deviation and variation for the places as obtained from the chart.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 17.EXPLAIN WITH REFERENCE TO MANOEVEURING CHARACTERISTICS (i) ADAVNCE TRANSFER (iii) WHEEL OVER POSITION. July-08 (Each 2 marks)

(ii)

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.

4. Wheel Over Position The position at which the course alteration is initiated

(b) Original Course

     e      c      n      a      v       d       A

Wheel Over Transfer

18.EXPLAIN (i) CLEARING BEARING (ii) LEADING LIGHTS  ABORT POSITION. July-08 (Each 2marks) (d)

(iii) CROSS TRACK LIMITS

(iv)

Clearing Bearing A minimum or maximum bearing of a given object which must not be crossed if the vessel is to remain on a safe track. This is mainly used for coastal navigation visual, but can also be used for blind pilotage ie radar.

(ii) Leading Lights Two lights at different ranges which have to be kept in a vertical line to keep the vessel on a safe track. This is frequently used for entering and leaving port.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) (iii) Cross Track Limit  The maximum perpendicular distance that a vessel may safely be from the planned track. This is mainly used in conjunction with GPS (iv) Abort Position The “Point of No Return”. The position along a given track which is the last chance for the vessel to abort the maneuver passing between two breakwaters. Once passed the abort position the distance to the hazard is less than the turning circle and stopping distance, so the vessel is committed to the required maneuver.

19.STATE FOUR ADDITIONAL ITEMS OF INFORMATION THAT SHOULD BE PRESENTED WITH THE MANOEUVERING DATA. July-08 (4 marks) (i)

Approach Speed

(ii)

Rudder Angle

(iii) (iv) (v)

Draughts, or Load/Ballast Condition Weather (wind speed & direction) Underkeel Clearance

1.

The pivoting point :

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  o o through 180  ) is the Tactical Diameter , i.e. the transfer for 180 . 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 . 3. The drift angle: Is the angle between the ship's fore-and-aft line and the tangent to the turning circle? 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.

Stopping a Ship in an Emergency b.

Crash Stop – depends upon: 1. The mass of the and its velocity 2. The engine power available to bring the vessel to stop in water with minimum deviation from the origenal course line. When the engines are put astern to stop the ship as rapidly as possible while on full ahead the maneuver is known as crash stop.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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

CHECKS AND TESTS: 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) Once in three Months

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 a round 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

HW

P

LW

*

Moon HW

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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. The moon is at conjunction (New Moon) or opposition (Full Moon). Figure 2

Full Moon

New Moon Sun

Earth 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. The moon is said to be at quadrature. Figure 3

1st Quarter

Earth

2nd Quarter

Sun

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 23.EXPLAIN THE RELIABILITY OF THE TIDAL INFORMATIONS CONTAINED IN THE  ADMIRALITY TIDE TABLES. Nov-08/march-06 (2 marks) The reliability of tidal predictions is dependant upon: (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: (i) Meteorological Conditions: 1. 2. 3. 4.

Changes in barometric pressure Effects of Wind Seiches Storm Surges

(ii) Shallow Water Effects (iii) Seasonal Variations: 1. in Mean Level 2. Harmonic Constants

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: 1. In case of emergency to avoid immediate danger. 2. To engage in fishing within a Separation Zone.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 28.STATE TWO METHODS TO DETERMINE IF THE TSS HAS BEEN ADOPTED BY THE IMO Octo-08/july-07 (2 marks) If a TSS has been IMO adopted it would be: (i)

Stated on the BA Chart used

(ii)

Published in the “IMO Routing Guide”

1. 2. 3. 4. 5. 6.

Sailing Directions Annual Notices to Mariners – No.17 Weekly Notices to mariners Rule 10 of COLREG MSN 1642 ALRS volumes 6/7

29.STATE WHICH VESSELS MAY USE THE INSHORE TRAFFIC ZONE octo-08 (5 marks) The vessels that can use an inshore zone are (i) Vessels less than 20m (ii) Sailing Vessels (iii) Vessels engaged in Fishing (iv) Vessels en route to and from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone (v) Vessels avoiding Immediate Danger 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 o peration.

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) The compass error should be obtained if: 1. Once a watch when no major alterations of course take place 2. After any major alteration of course 3. When entering or leaving restricted waters 4. When entering or leaving an area of magnetic anomaly 5. If the OOW has any doubts as to its reliability 6. When the vessel is in transit, 7. Whenever the gyro compass is restarted, 8. During coastal navigation, 9. Any big alteration in ship’s structure, 10. When passing under high tension wires,

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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) 1. 2. 3. 4. 5.

Sound power telephone or Telephone whose power supply is from emergency battery. Talk back system VHF / UHF portable radio Messenger if applicable to that ship.

35.THE ADMIRALTY SAILING DIRECTIONS WILL BE USED IN THE APPRAISAL. STATE EIGHT TOPICS OF INFORMATION CONTAINED IN THIS PUBLICATION nov-07 (4 marks) The Admiralty Sailing Directions contents 1. The coast 2. Off laying features 3. Tidal streams and currents 4. Navigational hazards 5. Buoyage systems 6. Pilotage 7. Regulations 8. Information about channels and harbours 9. Port facilities 10. Seasonal currents 11. Direction for navigation in complicated waters 12. Ice 13. General notes on countries covered by the volumes 14. Climatic conditions with direct access to the sea.

36.LIST FOUR PUBLICATIONS THAT SHOULD BE CONSULTED WHEN PLANNING A LANDFALL July-10 (4 marks) 1. 2. 3. 4. 5. 6.

Large scale chart. Sailing Directions (Pilot Books) – 74 volumes Admiralty List of Lights and Fog signals  – NP 74-84 Admiralty List of Radio Signals – Admiralty Tide Tables – published annually in 3 vol. covers whole world Tidal Stream Atlas

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 37.STATE THE FACTORS TO BE CONSIDERED WHEN APPRAISING AND PLANNING A LANDFALL AS PART OF A VOYAGE PLAN. Octo-07/july-10 (10 marks) The navigator must consider the following factors planning a landfall 1. 2. 3. 4. 5. 6. 7. 8.

Clear navigational marks / or electronic fixing systems are available The availability of long range lights Radar rages and radar characteristics of the coast are good for position fixing Traffic density is not heavy, i.e. avoiding known proximity of fishing vessel and termination / start of TSS Avoid strong tides and currents There are no off-laying dangers or predictable fog banks High inland areas may be detected by radar sooner than coastline Nav. Aids may be until or out position

Other points with regard to Executing and Monitoring. 9. Check for relevant navigational warnings. 10. Large scale charts to be used (corrected and up to date). 11. More than one means of position fixing method independent of each other to be used. 12. Check Sailing Direction (topography) coastline features. 13. Pre calculated rising / dipping of light house and buoys and expected time to sight them. 14. Radar to be tuned for large ranges (S-band). 15. Previous radar log to be checked.

38.LIST TEN CIRCUMSTANCES WHEN THE MUSTER MUST BE CALLED. (10 marks) 1. 2. 3. 4. 5. 6.

octo-07 / july-10

If restricted visibility is encountered or expected. If traffic conditions or the movements of other ships are causing concern. If difficulties are experienced in maintaining course. On failure to sight land, a navigation mark or obtain soundings by the expected time. If, unexpectedly, land or navigation mark is sighted or a change in soundings occurs. On breakdown of engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator. 7. If the radio equipment malfunctions. 8. In heavy weather, if any doubt about the possibility of weather damage. 9. If the ship meets any hazards to navigation, such as ice or derelict. 10. If any vessel security concern arise. 11. In any other emergency or in any doubt.

39.STATE SIX CHECKLISTS CONTAINED IN PART C OF THE BPG 1. 2. 3. 4. 5. 6. 7. 8.

C1-Main engine or steering failure C2-Collision C3-Stranding or grounding C4-Man overboard C5-Fire C6-Flooding C7-Search and rescue C8-Abondoning ship

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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.

41.STATE TEN CHECKLISTS CONTAINED IN SECTION B OF BPG octo-07 (5 marks) 1. Familiarization 2. Preparation for sea 3. Preparation for arrival in port 4. Pilotage 5. Passage plan appraisal 6. Navigation in coastal waters 7. Navigation in ocean waters 8. Anchoring and anchor watch 9. Navigation in restricted visibility 10. Navigation in heavy weather or in tropical storm a reas 11. Navigation in ice 12. Changing over the watch 13. Calling the master

42.STATE EIGHT PROPERTIES OF A MERCATOR CHART, july-07 (8 marks) 1. Latitudes appears straight lines and parallel to each other, 2. Longitude appears straight lines and parallel to each other, 3. Latitude scale varies, increases towards the poles, 4. Longitude scale is constant - are equidistance to each other, 5. Rhumb line track appears as straight line, 6. Great circle track appears as curved line, 7. Land masses are orthomorphic - in correct shape, 8. Latitudes and meridians intersect at right angles.

43.GNOMONIC CHARTS 1. Great circles appear as straight lines and. 2. Rhumb line appears as curves. 3. Meridians are straight lines converging at the poles. 4. Parallels of latitude are curves.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 44.EXPLAIN THE REQUIREMENT AND PURPOSE OF RECORDING BRIDGE ACTIVITIES Octo-07 (2 marks) As per BPG 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:

1. Before Commencing voyage Details of all data relating to general condition of the ship, such as manning and provisioning, cargo aboard, result of stability, stress c hecks, inspection of controls, the steering gear and radio communication equipment. 2. During the voyage Details of the voyage such as course steered and distance sailed, position fixings, weather and sea conditions, changes to the voyage plan, detail of pilo t’s embarkation/disembarkation. 3. On special event  Details on special events should be recorded, such as death and injuries among crew and passengers, malfunction of ship board equipment and to navigation, emergency and distress messages received. 4. When the ship is at anchor or at port  Details on operational or administrative matters and details related to the safety and security of  the ship should be 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 INSHORE TRAFFIC ZONE (v) PRECAUTIONARY AREA. July-07 (Each 2 marks)

(iv)

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 – [email protected] (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. The objectives of any particular routeing system may include 1. 2. 3. 4. 5. 6. 7.

Reduction head on situations Clarifying crossing situations Simplifying traffic flow on where ships converge Organizing a safe traffic flow in oil and gas fields Keeping some, or all, ships away from areas where navigation is dangerous or undesirable Providing special guidance to ships in areas where water depth is uncertain or critical Providing guidance to ships to keep clear of fishing grounds or to guide them through fishing grounds

Ships routeing systems contribute to the safety of life at sea, safety and efficiency of navigation and /or the protection of the marine environment

Following are the matters related to ship routeing; 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) 1. 2. 3. 4. 5. 6. 7.

Gyro and repeaters. Auto pilot should be tested manually. Navigation lights are functioning properly and no alarms Sound signaling are functioning properly and no alarms, Operational and functional tests of radar and other plotting equipments, Echo sounder, Communication equipments such as VHF etc.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.

Charterer instructions Voyage requirement – Fastest, Most economical, Best weather, Condition and state of vessel, its stability, Nature of cargo, distribution, stowage and securing, Load line, Recommended routes-from sailing directions, ocean routeing charts, marine routeing guide etc, Maneuvering characteristics of vessel, Draft with regard to UKC requirement and effect of squat in shallow areas, Fuel onboard /fuel availability, Stores and water onboard, Status of ship equipment, Regulations  – Dangerous cargo prohibited areas, Ships not permitted within certain distance of  coast line, Pollution e.g. tank cleaning, Charts on board / chart correction available, Availability of Navigation Aids / prominent features, Availability of communications, Navigational hazards / Risk assessment / contingency plan, Accuracy / reliability of information, Experience.

49.OUTLINE FOUR FACTORS TO BE CONSIDERED WHEN UNDERTAKING THE MONITORING STAGE WHEN DETERMINING THE PRIMARY AND SECONDARY MEANS OF POSITION MONITORING FOR A COASTAL PASSAGE, march-07 (4 marks) 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 b een 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 – [email protected] (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) 1. Draft / required UKC/ Charted depth of water 2. Proximity of dangers. 3. Position monitoring availability prior to headland. 4. Position monitoring availability at headland. 5. Currents / tidal streams. 6. Maneuver characteristics of vessel 7. Sea room for anti collision maneuver. 8. Regulations (pertaining to kind of cargo carried tankers and DG/hazards cargo). 9. Accuracy / reliability of information, 10. Status of ship equipments 11. Security of ship/cargo. 12. Experience.

52.LIST THE SIGNS INDICATING THE PROXIMITY OF DRIFT ICE. March-07 (7 marks) The signs indicating proximity of ice 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. Ice a. Type of ice b. Position of the ice c. UT (GMT) and date of observation

march-07 (3 marks)

2. Severe ice accretion a. Time - UT b. Date - GMT c. Position d. Air temperature e. Sea temperature f. Wind force and direction

march-07 (4 marks)

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 55.DESCRIBE THE METHODS OF AVOIDING OR REDUCING ICE ACCUMULATION AND  ACCERETION. March-07 (5 marks) 1. 2. 3. 4. 5. 6.

Altering course, Reducing speed, Moving towards an area of higher air / sea temperature, Seek shelter, Run before the wind at least speed that will maintain steerage way. 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) fo r 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. 3. SPECIAL ROUTE AND RECOMMENDATIONS  – In TSS and associated routeing measures. a. Vessel of 300 GRT and above, should be fitted with electronic fixing equipments. b. Special rules and recommendations apply on tankers and ship’s carrying dangerous cargo and deep draft vessels. 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. 7. REPORTING TO PORT OF DESTINATION  – Describe the requirement of reporting under UK regulation, EU regulation and French regulations. 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 – [email protected] (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) Tidal Stream Atlas

march-10(5 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 ‘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.

Admiralty List of Lights And Fog Signals 1. Use long range lights for making landfalls. 2. Raising dipping distance. 3. Vertical sextant angle for distance off. 4. Visual bearings and horizontal sextant angles for position monitoring. 5. Transit bearing and leading lights for continuous monitoring of position along intended track. 6. Provide luminous range diagram for obtaining the range at which light will be first and last sighted with reference to intensity and metrological v isibility. 7. Characteristics and intensity of lights. Use of fog signals in coastal and confined waters for position monitoring in restricted visibility.

Catalogue of Admiralty Charts 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 – [email protected] (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. 2. 3. 4.

Inform master, Check for any immediate navigational hazards in proximity and adjust course accordingly, Verify deviation using terrestrial observation, 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 ma gnates.

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) 1. 2. 3. 4.

The duration of rise or fall must be more than 5 hours. The duration of rise or fall must be less than 7 hours. There must be no shallow water correction. There must NOT be any note on the bottom of the daily page(Harmonic constant)

61.STATE SIX OTHER PUBLICATION THAT SHOULD BE CONSULTED AS PART OF THE  APPRAISAL PROCESS. Octo-06 (6 marks) 1. 2. 3. 4. 5. 6.

Sailing Directions (Pilot Books) – 74 volumes Admiralty List of Lights and Fog signals  – NP 74-84 Admiralty List of Radio Signals – Admiralty Tide Tables – published annually in 3 vol. covers whole world Tidal Stream Atlas Admiralty Notices to Mariners  – weekly , cumulative and annual summary-to keep charts up to date 7. Radio Navigation Warnings- ALRS vol-3- radio weather services and Nav. Warnings 8. Navigational Aid information (manuals etc) 9. Ocean Passage of the World 10. Mariner’s Handbook 11. Mariner’s Routeing guides 12. Passage Planning Chart

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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. 2. 3. 4. 5. 6.

The size and draft of the vessel, required UKC and squat effect. Speed of the vessel. The manoeuvring characteristics of the vessel. Presence of strong tidal sets. Available depth and width of water. The accuracy of navigable aids to be used.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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 (c onverging 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) 1. 2. 3. 4.

Proximity of dangers to decide frequency of position plotting. Speed of vessel to decide frequency of position plotting. Availability of cross checks by other monitoring methods to v erify position obtained. Presence of current/Tidal flow, as frequency of position plotting to be increased to make out if  vessel setting off the intended track. 5. Visibility and state of weather to decide means of frequency of position fixing. 6. Availability of continuous monitoring means like parallel indexing, ground stabilized mapping lines, transit bearings, leading lights etc.

68.USE OF TRANSITS 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

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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.

70.SELECTION OF AN ANCHORAGE 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 a re 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) 1. Compare compass to verify gyro is wandering. 2. Plot vessel’s position by electronic means or radar distances. 3. Inform the master. 4. Put vessel on hand steering and steer by magnetic compass.

Passage Planning Practical Work on Chart  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.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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 an d 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 preplanning 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 voy age. Factors which may influence the routeing decisions are; 1. Areas of safe water which will be encountered. 2. National, International and Company regulations which may be contravened by a particular routeing. 3. Permissible deviations from the track. On the basis of the fullest possible appraisal, a detailed passage plan should be done covering berth to berth.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 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 al l 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 b ook, 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 h orizontal 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 a nd UKC. 16. At least one monitoring method should be independent of the v essels power supply, so that blackout 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.

GANGARAM BOMIDI – [email protected] (LOWESTOFT) 84.LIST THE MAIN TOPICS OF PART A OF THE BRIDGE PROCEDURE GUIDE BPG PART-A: Guidance to masters and navigating officers 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 3. Duties of the officer of the watch (OOW) 1. Overview 2. Watchkeeping 3. Navigation 4. Controlling the speed and direction of the ship 5. Radiocommunications 6. Pollution prevention 7. Emergency situations 4. Operational and maintenance of bridge equipment 1. General 2. Radar 3. Steering gear and the automatic pilot 4. Compass system 5. Speed and distance measuring log 6. Echo sounders 7. Electronic position fixing systems 8. Integrated Bridge System 9. Charts, ECDIS and nautical publications 10. Radiocommunications 11. Emergency navigation lights and equipments and sound signaling equipment 5. Annexes