mlc deck f1 handout new
DESCRIPTION
COMPASSTRANSCRIPT
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Function 1 Module 1
1.0voyage planning and navigation for all conditions
1.1 Plan a Voyage and Conduct Navigation for all conditions by acceptable Methods of Plotting
Ocean Tracks
Objective
To give the trainee an in-depth understanding of the importance of executing an accurate and detailed
voyage plan, covering every aspect of the voyage.
Intoduction
A voyage plan (or passage plan) is a comprehensive, berth to berth guide, developed and used by avessels bridge team to determine the most favorable route, to identify potential problems or hazards
along the route, and to adopt bridge management practices to ensure the vessels safe passage.
1.2 Planning the Voyage
Four (4) Stages of Passage Planning
1.Appraisal
gather as much safety and navigation information to give you a safe voyage.
To obtain a clear mental picture of what may be expected along the route. Relevant
information should be noted as necessary in the chart.
Charts and Publications
Only official nautical charts and publications should be used for passage planning
Ensure that they are fully corrected to the latest available notices to mariners and radio
navigational warnings
Any missing charts and publications needed for the intended voyage should be identified from the
chart catalogue and obtained before the ship sails.
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EQUIPMENTS
CHARTS
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Up to Date Nautical Publication
NOTE:
For coastal and pilotage planning:
Each course altersation point (or waypoint )large scale charts should be used.
For ocean passage planning and open water legs:
Smaller scale charts should be used.
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Organize and Brief and Bridge Team
1. The Mastershould review and approve the plan and each bridge team member should review and
sign the plan indicating they understand it.
2. If a voyage is not proceeding as planned or cannot be accomplished safely under existing
conditions, this should be communicated honestly and quickly within the ships management
system.
2. Planning
A comprehensive voyage plan will include details marked on the appropriate charts (paper orelectronic) as well as voyage planning forms provided by the vessels management company under
their Safety Management Manual.
ROUTE PLANNING DETAILS
TRUE COURSE OF EACH LEG
Leg Distances
No-go Areas
Margins of Safety Charted Tracks
Course Alteration & Wheel Over
Parallel Indexing
Abort and Contingencies
Natural Transit, Clearing Masks &
Head mark
Clearing Bearings
Leading Lines Charted Tracks
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PLANNING
An ocean passage requires less Navigation in coastal waters requires
concentrated preparations planning of courses etc.
2. Execution
When a route planning process is completed, it is highly recommended that the whole route is validated
and checked against required safety checked against required safety limits.
If an ECDIS is used for route planning, validation against pre-set limits can be executed by the system.
Whatever method of validation is used, always remember that the responsibility for safe routeing remainsthe navigator.
4. Monitoring
Whatever method of validation is used, always remember that the responsibility for safe routeing remains
the navigator.
Organize and Brief and Bridge Team
3. Duties should be clearly assigned, limited to those duties that can be performed effectively, and clearly
prioritized.
4. Team members should be asked to confirm that they understand the tasks and duties assigned to them.
The positive reporting on events while undertaking tasks and duties is one way of monitoring the
performance of bridge team members and detecting any deterioration in watchkeeping performance.
1.3 Conduct navigation using the prepared voyage / passage plan in a controlled simulation
facilities
Prepare the bridge according to the plan
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Prior departure all bridge departure checklist should be carried out; including departure draft, squat,
freeboard, inform the engine personnel an hour before or considerable time allotted for engine and
machinery preparation.
Confirm operational condition of all bridge equipments / facilities
All navigational equipments should be tested including radars
Ensure that radar scanner/s are clear from any obstruction.
Echo sounder must be checked and should be in any condition satisfactory, GPS, Horn, Running
lights, aldis lamp.
Ensure that all handheld radio communications are charged with battery for continuous
communications.
Monitor the execution of the plan
Position determination maintained at safety level. Any incoming targets should be assessed in accordance
with good seamanship practices.
1.4 Adopt the General Principles on Ships Routeing
General Principles on Ships routeing
Purpose:
To improve the safety of navigation in converging areas and in areas where the density of traffic is greator where freedom of movement of shipping is inhibited by restricted searoom
Precise Objectives
1. The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters;
2. The reduction of dangers of collision between crossing traffic and shipping in established traffic lanes;
3. The simplification of the patterns of traffic flow in converging areas;
4. The organization of safe traffic flow in areas of concentrated offshore exploration or exploitation;
5. The organization of traffic flow in or around areas where navigation by all ships or by certain classes of
ship is dangerous or undesirable;
6. The reduction of risk of grounding by providing special guidance to vessels in areas where water depths
are uncertain or critical;
7. The guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
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IMOs responsibility for ships routeing is enshrined in solas chapter v/10, which recognizes the
organization as the only international body for establishing such systems
Elements used in traffic routeing systems include:
Traffic Separation Scheme
Traffic Lane
Separation Line or Zone Line
Roundabout
Inshore Traffic Zone
Recommended Route
Deep-Water Route
Precautionary Area
Area to be Avoided
4 METHODS
Streams of traffic proceeding in opposite or nearly
opposite directions are separated by separation zones
(4) or lines (3)
The outside limits (6) of such traffic separation
schemes are the outer boundaries of the traffic lanes.
The arrows (1) indicate the established direction oftraffic flow.
Figure 1:
Traffic separation by separation zone and line
This method is used where there is a defined area with obstructions such as
islands, shoals or rocks restricting free movement and providing a natural
division for opposing traffic streams.
Figure 2:
Separation of traffic by natural obstructions
Beyond the outside limits of traffic separation schemes, ships may
navigate in any direction. Where such areas lie between the traffic
separation scheme and the coast they may be designated as inshore
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traffic zones with the purpose of keeping local traffic clear of the traffic separation scheme which
should be used by through traffic.
Traffic in inshore traffic zones is separated from traffic in the adjacent
traffic lane by separation zones (4) or by separation lines (3)
This method is used where ships converge at a focal point or a small
area from various directions. Port approaches, sea pilot stations,
positions where landfall buoys or lightvessels are located, entrances to
channels, canals, estuaries, etc., may be considered as such focal
points.
Figure 4:
Sectorial division of adjacent traffic separationschemes at approaches to focal points
If the need can be demonstrated, a roundabout may be used to guide traffic counterclockwise
round a circular separation zone (4) or specified point
Figure 5:
Separation of traffic at a roundabout
2 JUNCTIONS
Figure 6: Separation of Traffic at a crossing Figure 7:Separation of Trafiic at a junction
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These methods are used where two routes join or cross. The directions of traffic flow are established
in the lanes of the adjoining schemes
Figure 8:
A junction, showing a separation line substituted for a zone,
where there will be crossing traffic
; the separation zone may be inter rupted, as shown in figures 6 and 7, or replaced by a separation line, as
shown in figure 8, in order to emphasize the correct method of crossing by traffic changing from one
scheme to the other.
Traffic separation schemes
7. Where space allows the use of traffic separation zones, the width of the zone should, if possible, be not
less than three times the transverse component of the standard error (measured across the separation
zone) of the most appropriate of the fixing methods listed in paragraph.
Precautionary areas
The traffic lanes are terminated short of the point where traffic is expected to cross and replaced by a
precautionary area within which the recommended directions of traffic flow (2) are indicated. Precautionary
areas may also be used at the termination of any single route.
Figure 11:
Precautionary area at a junction, with recommended directions oftraffic flow
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Other routeing methods
Figure 12 Figure 12 One-way deep water routr (within a traffic lane)
Deep-water route (two-way)
Other routeing methods
Other routeing methods which may be used are :
1. Deep-water routes (figures 12);
2. Areas to be avoided (figures 10 )
3. The existing traffic pattern in the area concerned, including coastal traffic, crossing traffic, naval exercise
areas and anchorage areas;4. Foreseeable changes in the traffic pattern resulting from port or offshore terminal developments;
5. The presence of fishing grounds;
6. Existing activities and foreseeable developments of offshore exploration or exploitation of the sea-bed
and sub-oil;
7. The adequacy of existing aids to navigation , hydrographic surveys and nautical charts of the area;
8. Environmental factors including prevailing weather conditions, tidal streams and currents and the
possibility of ice concentrations;
9. The existence of environmental observation areas and foreseeable developments in the establishment of
such areas
Rule 10 traffic separation Schemes
1. A vessel using a traffic separation scheme shall:
a. proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
b. so far as practicable keep clear of a traffic separation line or separation zone;
c. normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from
either side shall do so at as small an angle to the general direction of traffic flow as practicable.
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2. A vessel shall so far as practicable avoid crossing traffic lanes, but if obliged to do so shall cross as
nearly as practicable at right angles to the general direction of traffic flow.
3. Inshore traffic zones shall not normally be used by through traffic which can safely use theappropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20
metres in length and sailing vessels may under all circumstances use inshore traffic zones.
4. 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:
a. in cases of emergency to avoid immediate danger;
b. to engage in fishing within a separation zone.
5. A vessel navigating in areas near the terminations of traffic separation schemes shall do so with
particular caution.
6. A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its
terminations.a. A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.
7. A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane
8. A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a
power-driven vessel following a traffic lane.
9. A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance
of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the
extent necessary to carry out the operation.
a. A vessel restricted in her ability to manoeuvre 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 the extent necessary to carry out the operation.
The fact that a ship is proceeding along a route DOES NOT give that ship any special privilege or
right of way.
Routing Measures: Basic Symbols
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1. Traffic separation scheme; traffic separated by separation zone
2. Traffic separation scheme, traffic separated by natural obstructions
3. Traffic separation scheme with outer separation zone (separating traffic using scheme from traffic
not using it)
4. Traffic separation scheme, roundabout
5. Traffic separation scheme, with "crossing gates"
6. Traffic separation schemes crossing, without designated precautionary area
7. Precautionary area
8. Inshore traffic zone, with defined end-limits
9. Inshore traffic zone without defined end-limits
10.Recommended direction of traffic flow, between Traffic separation schemes
11.Recommended direction of traffic flow, for ships not needed a deep water route
12.Deep water route, as part of one-way traffic lane
13.Two-way deep water route, with minimum depth stated
14.Deep water route, centerline as recommended. One-way or two-way track.
15.Recommended route (often marked by centerline buoys)
16.Recommended route (often marked by centerline buoys)
17.Area to be avoided, around navigational aid
18.Area to be avoided, because of danger of stranding
1.5Apply ship reporting in accordance with the guidelines and criteria for ship reporting
system
Ships Reporting system
It is used to gather or exchange information about ships such as their position, course, speed and cargo.
It also used for monitoring passing traffic, the information may be used for purposes of search and rescue
and prevention of marine pollution.
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Application and Integration
The use of ship reporting systems should form a part of the passage plan.
Importance of ship position reporting system
To monitor vessel positions and inform authorities and other vessels of an emergency or distress at sea
so that a response can be coordinated among those best able to help.
It is important that distress information be immediately available to Search and Rescue (SAR)
coordinators so that assistance can be obtained with the least delay.
The Standard Marine Communication Phrases (SMCP) has
been compiled:
1. To assist in the greater safety of navigation and of the conduct
of the ship.
2. To standardize the language used in communication for
navigation at sea, in port-approaches, in waterways, harbours and on
board vessels with multilingual crews
3. To assist maritime training institutions in meeting the objectives mentioned above.
Four basic communicative features
Communication Features
avoiding synonyms
avoiding contracted forms
providing fully worded answers to "yes/no"-questions and basic alternative answers to sentence
questions
providing one phrase for one event
structuring the corresponding phrases after the principle: identical invariable plus variable
Vessel Traffic Services (VTS)
Main Purpose:
To make shipping safer in a particular are by monitoring the ships position and provide relevant and
updated information to all ships in the area.
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VTS System
Two Main Groups
1. VTS providing information services only.
2. VTS providing traffic advice and instructions in order to maintain compliance with local regulations
and improve safety to ships in the area.
Message markers
1. Instructions
This indicates that the following message implies the intention of the sender to influence others by
a Regulation.
COMMENT: This means that the sender, e.g. a VTS - Station or a naval vessel, must have the full authority to
send such a message.
The recipient has to follow this legally binding message unless s/he has contradictory safety
reasons which then have to be reported to the sender.
EXAMPLE:
"INSTRUCTION. Do not cross the fairway.
2.Advice This indicates that the following message implies the intention of the sender to influence others by
a Recommendation
COMMENT:
The decision whether to follow the ADVICE still stays with the recipient.
ADVICE does not necessarily have to be followed but should be considered very carefully.
EXAMPLE:
"ADVICE. (Advise you) stand by on VHF Channel
3. Warning
This indicates that the following message implies the intention of the sender to inform othersabout danger.
COMMENT:
This means that any recipient of a WARNING should pay immediate attention to the danger
mentioned. Consequences of a WARNING will be up to the recipient
EXAMPLE:
"WARNING. Obstruction in the fairway."
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4. Information
This indicates that the following message is restricted to observed facts, situations, etc..
COMMENT: This marker is preferably used for navigational and traffic information, etc..
Consequences of INFORMATION will be up to the recipient.
EXAMPLE:
"INFORMATION. MV Noname will overtake to the West of you."
5. Question
This indicates that the following message is of interrogative character.
COMMENT:
The use of this marker removes any doubt on whether a question is being asked or statementbeing made, especially when interrogatives such as What, Where, Why, Who, How are additionally
used at the beginning of the question. The recipient is expected to return an answer.
EXAMPLE:
"QUESTION. (What is) your present maximum draft?"
6. Answer
This indicates that the following message is the reply to a previous question
COMMENT:
Note that an answer should not contain another questionEXAMPLE:
"ANSWER. My present maximum draft is zero seven metres."
7. Request
This indicates that the following message is asking for action from others with respect to the
vessel.
COMMENT:
The use of this marker is to signal: I want something to be arranged or provided, e.g. ships
stores requirements, tugs, permission, etc..NOTE: REQUEST must not be used involving navigation, or to modify COLREGS.
EXAMPLE:
"REQUEST. I require two tugs."
8. Intention
This indicates that the following message informs others about immediate navigational action
intended to be taken
COMMENT:
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The use of this message marker is logically restricted to messages announcing navigational
actions by the vessel sending this message.
EXAMPLE: INTENTION. I will reduce my speed.
Radio reporting points
NOS National Ocean Service (US)
NIMA National Imagery and Mapping Agency (US)
IHO International Hydrographic Organ
IHO/Foreign NIMA
Charts
NOS/NIMA
Radio reporting (calling-in or way)points showing direction(s) of vessel movement with
designation
2.0Position Fixing and Determining its Accuracy
Lecture:
Laboratory:
2.1 Determine position and the accuracy of resultant position fix by any means within accepted accuracy
levels in all conditions
POSITION LINES AND POSITION
A Fix is the name given to a position obtained of a ship relatively to a shore objects.
Dead reckoning (DR) determines position by advancing a known position for courses and
distances.
Piloting involves navigating in restricted waters with frequent determination of position relative to
geographic and hydrographic features.
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Celestial navigation
involves reducing celestial measurements to lines ofposition using tables, spherical trigonometry, and
almanacs.
It is used primarily as a backup to satellite and other
electronic systems in the open ocean.
Coastal Navigation
involves using visual sight of lighthouses and other prominent marks (conspic.)
taking their bearings and estimating their distances with either RADAR or by
using the vertical angle obtained with a sextant.
Radar Navigation
uses radar to determine the distance from or bearing of objects
whose position is known.
Satellite Navigation
is a system of satellites that provide autonomous geo-spatial positioning
with global coverage.
It allows small electronic receivers to determine their location (longitude, latitude, and altitude) to within a
few metres using time signals transmitted along a line-of-sight by radio from satellites.
Receivers calculate the precise time as well as position, which can be used as a reference for scientific
experiments. A satellite navigation system with global coverage may be termed a global navigation satellite
system or GNSS.
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0800 10000900 11001200
Av. Spd: 14.3kts
Four distinct phases define the navigation process.
1. Pilotage Waters
Piloting in narrow canals
Piloting in channels
Piloting in rivers
Piloting estuaries
2. Harbour Approaches
Navigating the harbour entrance and piloting in harbour approach channels with or without a pilot.
3. Coastal passage
Navigating within 50 miles of the coast or inshore of the 200-meter depth contour.
4. Ocean Passage
The navigators position accuracy requirements, his fix interval, and his systems requirementsdiffer in each stage of the passage.
Dead Reckoning
Allows a navigator to determine his present position by projecting his past
courses steered and speeds over ground from a known past position.
- The DR positionis onlyan approximate position because it does not allow
for the effect of leeway, current, helmsman error, or gyro error.
The Importance Of Dead Reckoning
Dead reckoning helps in determining sunrise and sunset; in predicting landfall, sighting lights and
predicting arrival times; and in evaluating the accuracy of electronic positioning information.
Rules Of Dead Reckoning
Plotting the DR
Plot the vessels DR position:
1. Atleast every hour on the hour
2. After every change of course or speed.
3. After every fix or running fix.
4. After plotting a single line of position.
Fix expansion
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Fix expansion takes into account possible errors in the DR calculation caused by factors, which
tend to affect the vessels actual course and speed over ground.
One of the basic assumptions of fix expansion is that the various individual effects of current,
leeway, and steering error combine to cause a cumulative error, which increases over time, hence,
the concept of expansion.
DETERMINING AN ESTIMATED POSITION
An estimated position is a DR position corrected for the effects of leeway, steering error, and current.
Factors Affecting DR Position Accuracy
1. Tidal Current is the periodic horizontal movement of the waters surface caused by the tide-affecting
gravitational force of the moon.2. Current is the horizontal movement of the sea surface caused by meteorological, oceanographic, or
topographical effects
Plotting position
The most common means of fixing a vessel in earlier times and even today without
the assistance of Radar, is by taking three bearings and crossing them to obtain
the ships position.
The only requirement in this type of fixing is the separation angle
between the points taken up for use.
If the angle between any two points is close to 90 then the fix may be
considered to have a higher accuracy than if the intersecting
angles are less than 90. As the intersecting angles become lesser than
90 the fix accuracy decreas
Plotting a position on the chart from simultaneous cross bearings and from a bearing and distance off
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0607
08061000
N/N
CMG - 093(T)
Av. Spd. 14.5kts Days Run 03/06:
CMG - 095(T)
Av. Spd. 14.3kts
Above shows two simultaneous distance offs from two different point of interest
Above shows a single object providing a distance off and the same object providing the bearing to plot a
position.
Plotting And Labelling The Course Line And Positions
3.0 Determine and all0w for compass error
Lecture:
Laboratory:
COMPASS
It is a device used to determine direction on the surface of the earth.
Magnetic compass
It is generally fitted above the bridge on the centreline with a periscope so that the
compass is readable from the helmsman's position.
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Different Magnetic Errors
1. Variation
It is the angle between geographic (true) and magnetic meridians. If a compass is aligned with the
magnetic meridian, compass error and variation are the same.
Variation is the error in the compass caused by the Earth's magnetism. It is always named E or W
according to which direction the card is deflected away from true north.
2. Deviation
It is the angular difference between magnetic North and Compass North. It is expressed in angular units
and named east or west to indicate the side of magnetic north on which the compass north lies.
It is the second of the two errors which affect the magnetic compass
It is caused the magnetic influence of anything near the compass needle.
Deviationis the error in the compass caused by the ship's magnetism. It is always named E or W according
to the direction the card is deflected from true north.
Compare and Contrast the Different Magnetic Error
Variation
Deviation
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Two types of ship magnetism
Permanent Induced
Magnetism in steel or hard iron that acts asa permanent magnet.
Magnetism of soft iron, which is only temporary and isconstantly changing depending upon ships headingand latitude
Methods of determining deviation
Method Reason
Checking the compass on each 15heading against a properly functioning
Checking the compass on each 15 heading against aproperly functioning
Note: This method is themost convenient methodof determining deviation and it is the most
commonly used.
Method Description
deviation. Compare with a magneticcompass of known
This method is similar to comparison with agyrocompass except that it is not necessary to know
the local variation..This method is used frequently by ships not equippedwith gyrocompasses.
How to determine deviation of compass
Semi-Circular Deviation Changes sign ( E or W ) approximately each 180 change of heading.
Quadrantal Deviation Changes sign approximately each 90 change of heading. Caused byinduced magnetism in horizontal soft iron.
Constant Deviation Deviation is the same in any heading
Residual Deviation Deviation of a magnetic compass after adjustment or compensation.
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REASONS FOR CORRECTING COMPASS
1. It is easier to use a magnetic compass if the deviations are small.
2. Even known and compensated for deviation introduces error because the
compass operates sluggishly and unsteadily when deviation is present.
3. Even though the deviations are compensated for, they will be subject to
appreciable change as a function of heel and magnetic latitude. Once properly adjusted, the
magnetic compass deviations should remain constant until there is some change in the magneticcondition of the vessel resulting from magnetic treatment, shock from gunfire, vibration, repair, or
structural changes. Frequently, the movement of nearby guns, doors, gyro repeaters, or cargo
affects the compass greatly.
ADJUSTMENTS & CORRECTORS
Since some magnetic effects are functions of the vessels magnetic latitude and others are not, each
individual effect should be corrected independently.
To make the corrections, use:
1.
Permanent magnet correctors to compensate for permanent magnetic fields at the compass.2. Soft iron correctors to compensate for induced magnetism. The compass binnacle provides
support for both the compass and such correctors.
Typical binnacles hold the following correctors
1. Vertical permanent heeling magnet in the central vertical tube.
2. Fore-and-aft B permanent magnets in their trays.
3. Athwartship C permanent magnets in their trays.
4. Vertical soft iron Flinders bar in its external tube.
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5. Soft iron quadrantal spheres. The heeling magnet is the only corrector which corrects for both
permanent and induced effects. Therefore, it must be adjusted occasionally for changes in ships latitude.
3.2 Gyro Compass
The basisof marine gyro- compass lies in the free gyroscope. It is a
spinning wheel or rotor so mounted in a frame that the axis upon
which the wheel spins may be pointed initially in any preferred direction.
Conventional Gyroscope
It is consists of a comparatively massive, wheel like rotor balanced in gimbals which
permit rotation in any direction about three mutually perpendicular axis through the
center of gravity. The three axes are called the spin axis, the horizontal axis, and the
vertical axis
Causes of gyro compass
2. Tangent Latitude Error
It is approximately proportional to the tangent of the latitude in which the gyrocompass is operating.
The latitude error varies from zero at the equator to a maximum at high northern and southern latitudes.
This error may be compensated for by means of an auxiliary latitude corrector to shift the lubbers line or to
alter the position of a small weight attached to the casing near one end of the axle.
3. Ballistic Deflection Error
An error resulting from movement of the gyro compass in other than an east-west direction.
An error resulting from movement of the gyro compass in other than an east-west direction.It is also called SPEED-COURSE-LATITUDE ERROR.
3. Ballistic Damping Error
A temporary oscillatory error of a gyro compass introduced during changes of course or speed as a result
of the means used to damp the oscillations of the spin axis
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4. Quadrantal Error
The rolling of a vessel introduces the force needed to start a gyrocompass swinging. The effect reaches a
maximum on inter-cardinal heading, midway between the two horizontal axes of the compass, and changesdirection of error in consecutive quadrants
5. Gimballing Error
The error introduced in a gyro compass by the tilting of the gimbal mounting system of the compass due to
horizontal acceleration caused by motion of the vessel, such as rolling
Correcting gyro error
1. Make the gyro spin axis seek the meridian plane.
2. Make the spin axis horizontal
Due to excessive rolling, the gyro may develop errors by changing the tilt axis of the gyro resulting in a
rolling error. The value of this error is usually the same as the platform error but in the opposite direction .
Additionally, the difference between the master gyrocompass and the repeater used for ARPA!Radar may
have a difference in heading. This needs to be compared with the master gyro and corrected by alignment
of the repeaters. Note that these errors are additional to the gyro error itself which may be high or low. This
error needs to be applied to all bearings measured by radar in addition to the Horizontal Beam Width
correction.
Gyroscope
It is designedso that the flywheel and axle are free to point in any direction.
It is usefulin navigation because they are rigid in space; a spinning gyroscope
mounted within a vehicle always points in the same direction.
Itprovidesa means to determine a vehicles orientation, without relying on visual
cues that may not always be available (in fog or at night, for example).
Rate of turn
Rate of turn measurement is used by automatic track-keeping systems to perform controlled turns.
Example:
When ships are manoeuvring, particularly large ships where the distance between the bow and the pivot
point of the ship is considerable, rate of turn indication provides the ship handler with feedback on how
quickly the ship is turning.
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Speed and distance measuring log
Speed logs, depending upon their type, will provide either speed through the water or speed over the
ground measurements
Type of speed measurement
1. Speed through the water- It is used for radar collision avoidance
2. Speed over the ground - It is used for navigation.
Speed made good can also be measured on ships, and represents the speed that the ship has achieved
over a period of time.
Direction of speed measurement
Doppler-type logs can both be single-axis and measure speed in the fore and aft direction or dual-axis and
measure fore and aft and arthwartship movement Coupled with rate of turn measurement, dual-axis logs
are also able to calculate he speed and direction of movement of the bow and stern. Electro-magnetic logs
provide single-axis measurement only.
4.0 Coordinate Search and Rescue Operations
4.1 Respond to a Distress Message
Distress cal
Distress calls are transmitted by a ship in distress and, being implicitly
addressed to all ships and coasts stations within propagation
range of the radio frequency used.
Three emergency phases
1. Uncertainty Phase
2. Alert Phase
3. Distress Phase
Transmission of DSC distress alert
A distress alert should be transmitted if, in the opinion of the Master, the ship or a person or persons on it
is in distress and requires immediate assistance.
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Search and rescue
1. In situations of "grave and imminent danger" when lives are at risk, emergency beacons are activated.
2. Emergency alerts received by the satellites are retransmitted to 38 automatic (unstaffed) ground stationsworldwide. These stations are called Local User Terminals (LUTs).
3. Alerts are routed to a Mission Control Center (MCC) in the country that operates the LUT.
4. After validation processing, alerts are relayed depending on beacon location or country of registration
(406-MHz beacons only) to either another MCC or to the appropriate Rescue Coordination Center (RCC).
Respond to a distress message
1. Ship-to-shore distress alerts
It is used to alert Rescue Co-ordination Centres (RCC) either direct, or through a Coast Radio Station
(CRS) or Land Earth Station (LES), that a vessel is in distress.
2. Ship-to-ship distress alerts
It is used to alert other vessels in the vicinity of the vessel in distress and are based on the use of DSC in
the VHF and MF bands.
Signal proper acknowledgement to distress message
Theprimary role of the shore based rescue co-ordination infrastructure in the GMDSS also requires that
the coast station or RCC which receives a distress alert shall initiate the transmission of a shore-to-ship
distress relay alert when the method of receipt warrants a broadcast alert to shipping or when thecircumstances of the distress incident indicate that further help is necessary.
The shore-to-ship distress relay call must contain the identification of the station in distress, its position
and all other information that might assist rescue operations.
Acknowledgement of a DSC distress alert by use of DSC is therefore normally made by RCC or CRS
only.
Signal proper acknowledgement to distress message
1. Prepare for receiving the subsequent distress communication by tuning the radiotelephony receiver tothe distress traffic frequency in the same band in which the DSC alert was received, i.e. 2182 kHz on MF,
Ch 16 VHF;
2. Acknowledge the receipt of the distress alert by transmitting the following by radiotelephony on the distress traffic
frequency in the band which the DSC distress alert was received i.e. 2182 kHz on MF, Ch 16 VHF:
3.If NO DSC acknowledgement from a coast station is received within 5 minutes, still acknowledge the
station in distress on RT d. Vessels receiving a DSC distress alert on VHF or MF are not permitted to relay the call
by DSC under any. A vessel receiving a DSC alert from another vessel on any of the HF DSC frequencies shall:
NOT ACKNOWLEDGE
Set watch on the appropriate RT and Telex frequencies
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If the alert is not acknowledged by a coast station within 5 minutes, and no distress communications are
heard between a coast station and the vessel in distress, then the receiving station must relay the distress
alert ashore by any means, but to coast stations only.
SEARCH AND RESCUE RADAR TRANSPONDER
(s.a.R.T)
It is the main means in the GMDSS for locating ships in distress or their survival craft.
It operates in the 9ghz frequency band and generates a series of response signals on being interrogated
by any ordinary 9ghz shipborne RADAR.
HOW TO ACTIVATE S.A.R.T?
1. Remove the S.A.R.T. from it's container2. Pull the safety pin from the S.A.R.T. 3. Check the RED light is on
4. In onboard the vessel, try and get it as high as possible
5. If in a Liferaft, mount it on top of the liferaft
How they work?
A beacon is activated by a crash, a sinking, or manually by survivors. The beacon's transmission is picked
up by one or more satellites. The satellite transmits the beacon's signal to its ground control station.
- The satellite's ground station processes the signals and forwards the data, including approximate location, to anational authority. The national authority forwards the data to a rescuing authority. The rescuing authority uses its
own receiving equipment to locate the beacon and makes the rescue or recovery. Once the satellite data is in, it
takes less than a minute to forward the data to any signatory nation.
Distress messages
OBLIGATIONS:
1. Masters obliged to respond to distress messages from any source.
2. Ships can be requisitioned by the master of a ship in distress or the search and rescue authorities.
PROCEDURES
1. The master of a ship at sea which is in a position to be able to provide assistance
on receiving a signal from any source that persons are in distress at sea, is bound to proceed with all
speed to their assistance.
-If possible informing them or the search and rescue service that the ship is doing so. If the ship receiving
the distress alert is unable or, in the special circumstances of the case, considers it unreasonable or
unnecessary to proceed to their assistance, the master must enter in the log-book the reason for failing to
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proceed to the assistance of the persons in distress, taking into account the recommendation of the
Organization, to inform the appropriate search and rescue service accordingly.
2. The master of a ship in distress or the search and rescue service concerned has the right to requisition
one or more of those ships as the master of the ship in distress or the search and rescue service considers
best able to render assistance.
- The master of a ship in distress or the search and rescue service concerned, after consultation, so far as
may be possible, with the masters of ships which answer the distress alert, has the right to requisition one
or more of those ships as the master of the ship in distress or the search and rescue service considers best
able to render assistance, and it shall be the duty of the master or masters of the ship or ships requisitioned
to comply with the requisition by continuing to proceed with all speed to the assistance of persons in
distress.
3. Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that their
ships have not been requisitioned and that one or more other ships have been requisitioned and are
complying with the requisition.
4. The master of a ship shall be released from the obligation imposed by paragraph 1 and, 2 on being
informed by the persons in distress or by the search and rescue service or by the master of another ship
which has reached such persons that assistance is no longer necessary.
5. The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules of
Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly theobligation to render assistance imposed by article 11 of that Convention.*
Effective Communications by OSC with RCC or RSC
On-scene Communications
The OSC should ensure that reliable communications are maintained on-scene.
A primary and secondary frequency should be assigned for on-scene communications.
Situation Reports
The OSC uses SITREPs to keep the SMC informed of on-scene mission progress and conditions, and
addresses SITREPS, to keep superiors, others RCC and RSCs and any other interested agencies
informed
International Aeronautical and Maritime search and Rescue Manual (IAMSAR)
Purpose:To assist states in meeting their own search and rescue (SAR) needs, and the obligations they
accepted under the Convention on International Civil Aviation, the International Convention on Maritime
Search and Rescue and the International Convention for the Safety of Life at Sea (SOLAS).
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Today, the Global Maritime Distress and Safety System (GMDSS), together with the provisions of the
International Convention on Maritime Search and Rescue (SAR), should ensure the successful rescue of
persons in distress at sea
Record in logbook the particulars of ships involved
The master deciding not to proceed to the scene of a distress due to sailing time involved and in
the knowledge that a rescue operation is under way should:
If the master had previously acknowledged and responded to the alert, report the decision not to
proceed Make an appropriate entry in the ships logbook.
to the SAR service concerned.
Consider reports unnecessary if no contact has been made with the SAR service.
Reconsider the decision not to proceed nor report to the SAR service when vessel in distress is far
from land or in an area where density of shipping is low.
Adopt to meteorological conditions
Fog will make visual search ineffective if not impossible.
Smog and haze may reduce the effectiveness of daylight search, while night signals are less
affected.
Low clouds may render search ineffective.
Precipitation will reduce visibility and may prevent the search facility from completing it assigned
search area. Snow or heavy rain from side stations ineffective. Precipitation adversely affects both
visual and radar searches.
Control inter-ship communications
On-scene Communications:
It normally take place in the MF and VHF bands on frequencies designated for distress and safety traffic by
radiotelephony or radiotelex.
SAR Coordinating Communications
These are the communications necessary for the co-ordination of ships and aircraft participating in asearch resulting from distress alert and include communications between RCCs and any on-scene
commander or coordinator surface search in the area of distress incident.
Execution of Search and rescue operations
Selecting Search Patterns
The basic technique for searching an area is to move look-outs and /or electronic sensors through the
area, using one of a few standard patterns
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Searches recognized in IAMSAR Manual
Assistance by SAR Aircraft
Suggested procedure for aerial delivery of rafts, supplies and equipment to persons in watercraft or in
water:
1. Approach slightly upward and perpendicular to the wind direction
2. Drop item(s) with 200 m buoyant trail line attached to a position 100 m ahead of survivors
3. Let trail line fall so that it will float downwind to survivors.
SAR pattern when approaching casualty
Things to considered in establishing a datum of geographic reference for the area to be searched:
1. Reported position and time of the SAR incident
2. Any supplementary information such as DF bearings or sightings
3. Time interval between the incident and the arrival of SAR facilities.
Release other vessel offering assistance
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SAR operations enter the conclusion stage when:
1. Information is received that the ship, aircraft, other craft, or persons who are the subject of the SAR2. Incident are no longer in distress;
3. The ship, aircraft, other craft, or persons for whom SAR facilities are searching have been located and
the survivors rescued; or
4. During the Distress Phase, the proper authority determines that further search has no significant chance
of succeeding.
Closing a SAR Case
The authority to terminate a case sometimes rests with different levels within the SAR organization
depending on the circumstances dictating that the incident be closed or active search suspended inparticular.
The basic steps to closing this type of case are:
1. Notify immediately all authorities, centres, services, or facilities that have been activated
2. Complete a record of the case.
Suspending Search Operations
The decision to suspend a search involves humanitarian considerations, but there is a limit to the time and
effort that can be devoted to each SAR case.
In suspending operation, a through case review should be made and the decision should be based on the
evaluation of the probability that there were survivors in the initial incident.
5.0 Establish Watchkeeping Arrangements and Procedures
5.1 International Regulations for Preventing Collision at Sea (COLREGS)
International regulations for preventing Collisions at sea
OFFICER OF THE WATCH (OOW)
He is the eyes and brain of the
Ship.
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This important aspect should not be forgotten by the OOW.
1.
OOWis the ONLYperson who would have to take a decision to avoid immediate danger and hasto also take the step to call up the Master for taking over when he cannot handle the situation.
2. OOWhas to strictly follow the Rules of the Road (COLREGs) and should not deviate from the
spirit
3. OOW should at all times have the Companys Order Book (for Navigation) as well as the Masters
standing orders open on the Chart table.
5.2 Navigational Watchkeeping
Watch keeping at sea
Principles applying to watch keeping generally
1. The master of every ship is bound to ensure that watch keeping arrangements are adequate for
maintaining a safe navigational watch.
2. Under the masters general direction, the officers of the navigational watch are responsible for
navigating the ship safely during their periods of duty, when they will be particularly concerned with
avoiding collision and stranding.
Protection of Marine Environment
The masters, officers and ratings shall beaware of serious effects of operational or accidental
pollution of the marine environment.
It shall take all possible precautions to prevent such
pollution, particularly within the framework of relevant
international and port regulations
Principles in Navigational Watch
The officer in charge of the navigational watch is the masters
representative and is primarily responsible at all times for the safe
navigation of the ship and for complying with the International
Regulations for Preventing Collisions at Sea,1972.
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Look-out
Purpose:
1. Maintaining a continuous state of vigilance by sight and hearing as well as by all
other available means, with regard to any significant change in the operating
environment;
2. Fully appraising the situation and the risk of collision, stranding and other dangers
to navigation
3. Detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and
other hazards to safe navigation.
Effective Bridge Teamwork procedures
The officer in charge of the navigational watch may be the sole look-out in daylight 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 do
so;
2. Full account has been taken of all relevant factors including, but not limited to:
- state of weather - visibility
- traffic density - proximity of dangers to navigation
- the attention necessary when navigating in or near traffic separation schemes;
3. Assistanceis immediately available to be summoned to the bridge when any change in the situation so
requires.
LOOK OUT
The look-outmust be able to give full attentionto the keeping of a proper look-out
and no other duties shall be undertaken or assigned which could interfere with that
task.
HELMSPERSON
He shall not be considered to be the look-out while steering , except in small ships
where an unobstructed all-round view is provided at the steering position and there is no
impairment of night vision or other impediment to the keeping of a proper look-out.
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5.3 Effective Bridge Teamwork Procedures
Watch Arrangements
The following shall be taken into account:
1. At no time shall the bridge be left unattended
2.Weather conditions, visibility and whether there is daylight or darkness.
3. Proximity of navigational hazards which may make it necessary for the officer in charge of the watch to
carry out additional navigational duties
4. Use and operational condition of navigational aids such as radar or electronic position-indicating devices
and any other equipment affecting the safe navigation of the ship
5. Whether the ship is fitted with automatic steering;6. Whether there are radio duties to be performed
7.Unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures
for their use and limitations
8. Any unusual demands on the navigational watch that may arise as a result of special operational
circumstances.
Taking Over the Watch
Relieving officers shall personally satisfy themselves regarding the:
1. Standing orders and other special instructions of the master relating to navigation of the ship;2. Position, course, speed and draught of the ship;
3. Prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course
and speed;
4. Procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and
5. Navigational situation, including but not limited to:
5.1 The operational condition of all navigational and safety equipment being used or likely
to be used during the watch,
5.2 The errors of gyro and magnetic compasses,
5.3 The presence and movement of ships in sight or known to be in the vicinity,
5.4 The conditions and hazards likely to be encountered during the watch, and
5.5 The possible effects of heel, trim, water density and squat on under keel clearance.
Performing Navigational Watch
The officer in charge of the navigational watch shall:
1. Keep the watch on the bridge
2. In no circumstances leave the bridge until properly relieved
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3. Continue to be responsible for the safe navigation of the ship, despite the presence of the master on the
bridge, until informed specifically that the master has assumed that responsibility and this is mutually
understood4. Notify the master when in any doubt as to what action to take in the interest of safety.
The officer in charge of the navigational watch shall make regular checks to ensure that:
1. The person steering the ship or the automatic pilot is steering the correct course;
2. The standard compass error is determined at least once a watch and, when possible, after any major
alteration of course;
3. the automatic pilot is tested manually at least once a watch;
4. The navigation and signal l ights and other navigational equipment are functioning properly;
5. The radio equipment is functioning properly in accordance with paragraph 86 of this section; and6. The UMS controls, alarms and indicators are functioning properly.
Watch keeping Under Different Conditions and in Different areas
Clear weather
Office in Charge (OIC) :
He shall take frequentand accurate compass bearings of approaching ships
as a means of early detection of risk of collision.
Watch keeping Under Different Conditions and in Different areas
Restricted Visibility
1. Inform the master;
2. Post a proper look-out;
3. Exhibit navigation lights;
4. Operate and use the radar.
IN HOURS OF DARKNESS:
The master and the officer in charge of the navigational watch when arranging look-out duty shall have dueregard to the bridge equipment and navigational aids available for use, their limitations; procedures and
safeguards implemented.
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Watch keeping Under Different Conditions and in Different areas
Coastal and Congested waters
The largest scale chart on board, suitable for the area and corrected with the latest available information,
shall be used.
The officer in charge of the navigational watch shall positively identify all relevant navigation marks.
Navigation with a Pilot on Board
Master and the Pilot1. He shall exchange
information regarding navigationprocedures, local conditions andthe ships characteristi. cs
Master and Officer in Charge1. He shall co-operate closely
with the pilot and maintain anaccurate check on the shipsposition and movement.
Officer in Charge1. He shall seek clarification
from the pilot and, if doubt stillexists, shall notify the masterimmediately and take whateveraction is necessary before themaster arrives.
Ship Anchor
1. Determine and plot the ships position on the appropriate chart as soon as practicable;
2. When circumstances permit, check at sufficiently frequent intervals whether the ship is remaining
securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects;
3. Ensure that proper look-out is maintained;
4. Ensure that inspection rounds of the ship are made periodically
5. Observe meteorological and tidal conditions and the state of the sea;
6. Notify the master and undertake all necessary measures if the ship drags
anchor;
7. Ensure that the state of readiness of the main engines and other machinery is in
accordance with the masters instructions;
8. If visibility deteriorates, notify the master;9. Ensure that the ship exhibits the appropriate lights and shapes and that
appropriate sound signals are made in accordance with all applicable regulations.
10. Take measures to protect the environment from pollution by the ship and comply with applicable
pollution regulations.
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6.O navigation through the use of raDAR AND ARPA AND MODERN NAVIGATION SYSTEMS To
assist in command decision making
6.1 Safe Navigation Through The Use of Radar and ARPA
Safe navigation through the use of radar and arpa
IMOrecognizes that exclusive reliance on any one navigational aid is potentially dangerous .
It is considered to be essential for all masters and officers who have charge of
navigational watch
Radar:
It is vital that the radar observer can understand, interpret and
analyze fullythe vector of target echoes on the radar screen.
The fitting of radar on merchant vessels was expected to reduce
the number of collisions.
This expectation was not realized due to lack of appreciation of the
information presented, the inherent errors, capabilities/limitations of radar and widespread bad
practice.
ARPA:
The ARPA simply provides information on which officers act to avoid close quarters situations and
collisions.
To be able to do wthis effectively officers in charge of
navigational atches must have a sound knowledge and
understanding of radar and radar plotting
They must not be misled by the neat vector lines which go
unwaveringly close by own vessel giving a false sense of security.
Plotting
It is the cornerstone for the competent use of radar information enabling full and
accurate interpretationof the display at any given time.
It is also crucially important that the radar observer understands fully the
information displayed by the particular ARPA in use.
6.2 Blind pilotage techniques
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The Parallel Index technique, is also called, Radar Blind Pilotage and has been readily available
to the radar observer since the advent of the reflection plotter.
The radar or bridge simulator is being used in this technique to gain confidence in using it.
Evaluation of information
Inter-relationship and optimum use of all navigational data and bridge resource management
7.1 Management of Operational Procedures, Systems File and Data
Environment Data Display (ECDIS)
It is used for controlling the display of tide, tidal and surface current, and weather
parameter values (weather forecast).
SYSTEM INFORMATION DISPLAY
DRIFT- drift direction and speed. If at least some of the data received
from the positioning system, gyro or log is unreliable or not available,
the drift value is shown in the red colour;
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CURRENT- summary value of the surface and tidal
currents calculated for the current time at the current ship
position;
SF. COUNTOUR - current safety contour value determined by the NS.
When the safety contour is changed automatically, its value is displayed in
the red colour until the associated alarm message is acknowledged;
TRUE WIND - true wind direction and speed (from the wind sensor data). Ifunreliable data is received from the wind sensor, its value is shown in the
red colour. In the absence of data from the wind sensor, the words "True
wind" and the last received values are shown in the red colour;
wind direction and speed (from the wind sensor data). If unreliable data is
received from the wind sensor, its value is shown in the red colour. In the
absence of data from the wind sensor, the words "Rel. wind" and the last
received values are shown in the red colour;
REL. WIND - relative
WATERt - water temperature value for the temperature sensor
data. In the absence of data from the temperature sensor, the
words Water t (and the last received value are shown in the red
colour;
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DEPTH- value of water depth under the keel (from the sounder
data). In the absence of data from the sounder, the word Depth
and the last received depth value are shown in the red colour
TIDE HEIGHT - expected tidal height value calculated for the current time at the reference point closest to
the ship position, and the name of this reference point.
PRIMARY STATUS DISPLAY
It is used for presenting theprimary positioning system data.
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With the primary (satellite) positioning system:
Source - data source;
Fixed UTC - UTC time which the data is provided for;
Latitude - latitude coordinate;
Longitude - longitude coordinate;
Quality - positioning quality
Satellites - number of satellites used for the
positioning;
HDOP - Horizontal Dilution of Precision) value;
Data age - age of the data;Station ID - name of the station whose DGPS signal is
used
Schedule Information Display
It serves for presenting information connected with sailing
according to the schedule.
To WP - to select a WP number for the display of associated schedule elements. The line to the right
shows the name of the WP if any was given by the operator;
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Schedule to turn on the display of ETA and TTG calculatedwith regard to the prepared schedule;Current SOG to turn on the display of ETA and TTGcalculated with regard to the current speed (SOG);
ETA (Ship) estimated time of arrival in the selected WP
calculated from the remaining distance and set speed
(UTC/Ship depending on the setting made in the Control
Panel);
TTG - time to go to the specified WP calculated with regard to
the actual ETA;
DTW distance to the specified waypoint;
PTA- planned time of arrival in the specified WP taken from the schedule.
STG- operator-entered planned speed of proceeding to the specified point for the PTA calculations in the
line above;
In the bottom part of the display there is a calculator for calculating speed to go (STG) to the specified
waypoint or planned time of arrival (PTA) in the specified waypoint:
STG operator-entered planned speed of proceeding to the specified point for the PTA calculations in the
window on the right;
Planned time of arrival operator-entered planned time of arrival (PTA) to the specified point for the STG
calculations in the window on the left.
Route Data Display
It is intended for the display of dataas the ship is proceeding along the route to the next waypoint.
Route name of the monitored route. As Last WP passed alarm is generated, the word Route is shown
in the red colour;
To WP number and name of the current WP which the ship is proceeding to. The WP name is shown in
the black colour if the WP is selected automatically, and in the blue colour if selected manually;
CSE direction of the monitored route leg which the ship is proceeding by if the leg is of RL type; or the
current course in case of the GC leg.
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XTE actual distance from the current route leg.
BTW bearing to the current WP;
DTW distance to the current WP;
TTG time to go to the current waypoint calculated with
regard to the actual speed (SOG);
ETA the estimated time (UTC/Ship depending on the
setting made in the Control Panel) of arrival in the current
WP, the remaining distance and current speed (SOG)
taken into account;
Next WP number of the next WP;
CSE direction of the next route leg.
Environment Data Display
Tides- to turn on the display of tidal height values;
Tidal Currents - to turn on the display of tidal current vectors;
Weather forecast - to turn on the display of the received weather
forecast display;
Settings to open Weather Parameters page of Config panel for
setting the display of weather parameters.
Surface Currents - to turn on the display of surface current vectors;
Animate - to control the graphic display of weather parameters. Each button is used for the display of a
corresponding group of parameters specified to the left;
Currents velocity values - to turn on the display of currents velocity values.
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7.2 ECDIS Playback Functionality
ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
It should be possible to carry out route planning and route monitoring in a simple and reliable
manner.
ECDIS should be designed following ergonomic principles for user-friendly operation.
Route planning
It should be possible to carry out route planning including both straight and curved segments.
It should be possible to adjust a planned route by, for example:
adding waypoints to a route;
deleting waypoints from a route;
hanging the position of a waypoint;
changing the order of the waypoints in the route.
ROUTE PLANNING, MONITORING AND VOYAGE RECORDING
It should be possible to plan an alternative route in addition to the selected route. The selected
routeshould be clearly distinguishable from the other routes.
An indication is required if the mariner plans a route across an own ships safety contour.
An indication is required if the mariner plans a route across the boundary of a prohibited area or of
ageographical area for which special conditions exist (see appendix 4).
It should be possible for the mariner to specify a limit of deviation from the planned route at
whichactivation of an automatic off track alarm should occur.
Route monitoring
It should be possible to display a sea area that does not have the ship on the display
It should be possible to return to the route monitoring display covering own ships position
immediately by single operator action. ECDIS should give an alarm if the ship, within a specified time set by the mariner, is going to
across the safety contour.
ECDIS should provide an indication when the input from the position-fixing system is lost.
ECDIS should also repeat, but only as an indication, any alarm or indication passed to it from a
position-fixing system
It should be possible to display an alternative route in addition to the selected route. The
selected route should be clearly distinguishable from the other routes.
During the voyage, it should be possible for the mariner to modify the selected sailing routeor
change to an alternative
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It should be possible to display:
1. Time-labels along ships track, manually on demand and automatically at intervals selected
between 1 and 120 m 2. An adequate number of: points, free movable electronic bearing lines, variable and fixed-
range markers and other symbols required for navigation purposes .
It should be possible to enter the geographical co-ordinates of any position and then display
that position on demand.
It should also be possible to select any point (features, symbol or position) on the display and to
read its geographical co-ordinates on demand.
It should be possible to adjust the ships geographical position manually. This manual
adjustment should be noted alphanumerically on the screen, maintained until altered by the
mariner, and automatically recorded.
Voyage recording
The following data should be recorded at one-minute intervals:
1. To ensure a record of own ships past track: time, position, heading, and speed;
2.To ensure a record of official data used: ENC source, edition, date, cell and update history.
ECDIS should record the complete track for the entire voyage, with time marks at intervals not
exceeding 4 h.
It should not be possible to manipulate or change the recorded information.
ECDIS should have the capability to preserve the record of the previous 12 h and of the voyage
track.
Accuracy
The accuracy of all calculations performed by ECDIS should be independent of the characteristics
of the output device and should be consistent with the SENC accuracy.
Bearings and distances drawn on the display, or those measured between features already drawn
on the display, should have accuracy no less than that afforded by the resolution of the display.
CONNECTIONS WITH OTHER EQUIPMENT
ECDIS should be provided with means for carrying out on-board tests of major functions either
automatically or manually. In case of a failure, the test should display information to indicate which
module is at fault.
ECDIS should provide a suitable alarm or indication of system malfunction.
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Back-up arrangements
Adequate back-up arrangements should be provided to ensure safe navigation in case of an
ECDIS failure.
1. Facilities enabling a safe take-over of the ECDIS functions should be provided in order to
ensure that an ECDIS failure does not result in a critical situation.
2. A back-up arrangement should be provided facilitating means for safe navigation of the
remaining part of the voyage in case of an ECDIS failure.
Power supply
It should be possible to operate ECDIS and all equipment necessary for its normal functioning
when supplied by an emergency source of electrical power in accordance with the appropriate
requirements of chapter II-I of the
1974 SOLAS Convention.
Changing from one source of power supply to another, or any interruption of the supply for a period
of upto 45 sec., should not require the equipment to be re-initialized manually.
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Function 1 (Module 2)
OBJECTIVE
Upon completion of this module, the candidate shall be able to:
Interpret synoptic chart
Understand characteristics of various weather systems
Understand ocean current systems and apply the same in voyage planning
Calculate tidal conditions
Use all available references in forecasting weather and oceanographic conditions.
Respond appropriately when beaching a ship before and after grounding, refloating a grounding
ship, collision and steering failure
Explain and describe the due diligence or measures that must be observed in damage controlassessment
Determine the arrangements and procedures that will be implemented in an event that own vessel
will be towed due to an emergency.
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Interpretation of Synoptic Chart
UNDERSTAND AND INTERPRET A SYNOPTIC CHART
Ships voluntary participate in weather reporting
Reports from ships are sent to weather centers ashore
Meteorologist use the reports received to construct synoptic charts
and forecasts of a certain area
Data recorded by designated vessels are sent by radio to weather centers ashore, where they are plotted,
along with other observations, to provide data for drawing synoptic charts, which are used to make
forecasts.
Producing better predictions require an understanding of the isobaric patterns associated with fronts anddepressions, anticyclones and high-pressure ridges.
A special effort should be made to provide routine synoptic reports when transiting areas where few ships
are available to report weather observations.
Weather Maps
It is a forecasting tool which allows a meteorologist to see what is
happening in the atmosphere at virtually any location on earth
The key understanding of a weather map is to understand the
weather symbols that are used in the map.
Synoptic Charts / Surface Analysis
Shows the surface distribution of pressure by means of isobars and
associated fronts for the synoptic hour stated
Prognostic Charts
Surface prognostic charts show the anticipated distribution of surface
pressure by means of isobars and related fronts for a future time
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WIND AND PRESSURE SYSTEM
1. Atmospheric Pressure
Measured by means of the barometer, and is usually expressed in hectopascals (hPA) & millibar
(mb)
Mean value at sea level is about 1013 hPa with extremes of around 950 and 1050 hPa.
Pressuredecreases with height at a rate of about 1 hPa
A correction to the observed barometer reading so as to calculate what the corresponding
pressure would be at sea level.
WIND
Air naturally flows from high to low pressure; but the wind thus created does not blow directly
across the isobars
Northern Hemisphere Southern HemisphereFlow out from anticyclone Flow out from anticyclone
Clockwise slightly outwards Anticlockwise slightly outwards
Angle to isobars 18 - 20 Angle to isobars 18 - 20
Shift anticlockwise slightly inwards whenapproaching low pressure
Shift clockwise slightly inwards when approachinglow pressure
Angle to isobars 10 - 20 Angle to isobars 10 - 20
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Terminologies
Characteristics of Various Weather Systems
FRONTS
It is a BOUNDARYwhere air masses with sharply contrasting
temperature and humidity meet. Many kinds of storms occur
along fronts.
TYPES OF FRONTS
Cold Front
Marks the boundary where cold air is replacing warm air. On a weather map, cold fronts
are drawn as a solid blue line with triangles.
It is usually move faster than warm fronts
Weather Fonts Air Mass
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Warm Front
Marks the region where warm air is replacing cold air. It is best developed in winter
TYPES OF FRONTS
STATIONARY
Fronts that have no movement
OCCLUSION
Frontal system that forms when a cold front overtakes a warm
front or vice versa
Warm or cold occlusion
Non Frontal Depressions
Most depressions of temperate latitudes form on the polar front, and for this reason
emphasis has been placed in the foregoing paragraphs on the formation of these frontal
depressions.
Thermal DepressionsThe formation of thermal depression is due to unequal heating of adjacent surface areas, and land
and sea distribution plays a big part in determining their location.
In winter the cooling of the continent induces higher pressure over the land than over the sea. This
effect may be seen by comparing
Air Masses
Air massis a volume of airdefined by its temperature and water vapour content
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Similar horizontal properties
Temperature
Moisture contentLapse rates
SOURCE REGIONS
Maritime (m) originates over oceans or large bodies of water
Continental (c) originates over land
m or c indicate influence of surface on air mass characteristics (water and land)
THERMAL TYPES
Tropical (T) from low latitudes
Polar (P) from mid-high latitudes
Arctic (A) from high latitudes (> 65N)
P and T suggest importance of latitude of source regions
Low & High Pressure Systems
Northern Hemisphere
Low Pressure System High Pressure System
Cyclone Anticyclone
Circulation Counter-Clockwise Clockwise
Winds Inward Outward
Weather Bad, warm, moist air air cool, dry air
Low Pressure Systems
Low pressure systems (cyclones) are areas of air circulating counter-clockwise and rising at the center in
the Northern Hemisphere.
Decreasing air pressure often brings warm and unsettled or rainy weather.
High Pressure Systems
Areas of high air pressure (anticyclones) show a clockwise rotation away from the center in the Northern
Hemisphere due to sinking air at the center.
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Dangerous & Navigable Semicircle
When a typhoon is located in the southern ocean, at a distance from Japan, its storm area has a circular
form. As the typhoon approaches waters neighbouring Japan, the storm area expands significantly, and
tends to expand prominently in the eastern semicircle. Strong winds and high waves are formed in the
typhoon's southeast quadrant
The left-hand semicircle to the path of a typhoon is called the navigable semicircle because wind decreases
due to the forward motion of the typhoon (adverse to wind direction), and the wind blows the ship away
from the typhoon path
Ocean Current Systems
Main Causes Wind stress acting on the water surface.
Pressure gradients within the water.
Other Causes
Differences in water temperatures
Differences in salinity
Wind induced friction
The Coriolis force which is a consequence of the earth's rotation.
It takes place in three dimensions but the strongest currents occur in an upper layer which is shallow
compared with the ocean depth.
Apart from the relatively small-scale vertical movements associated with waves, the motion near the sea
surface is largely horizontal, but, at depth, it may have a vertical component.
In general, the current varies with depth, a vessels response to the varying currents will represent some
compromise between the responses to the current literally at the surface and that at the depth of the ships
draught
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Main Current of the Oceans
Southern Ocean CurrentsAtlantic Ocean Currenst
Indian Ocean
North Atlantic Ocean
Equatorial Counter Current
OCEAN CURRENT PHENOMENA
Ocean Eddies
General patterns of ocean flow are called currents.
Sometimes theses currents can pinch off sections and create
circular currents of water called an eddy.
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1.4 Calculate Tidal Conditions
BASIC THEORY OF TIDES
Basic Theory of Tides.
The factors which cause tides.
1. Tides are
caused by the attractive forces of the sun and moon.
Because of its relative proximity to the earth the effect of
the moon is far greater than that of the sun.
2. The moon
therefore largely controls the time of high and low waters. The relative position of the sun andmoon will determine whether the suns force increases the moons effect on the tide or decreases
its effect.
When the sun and the moon are working together to distort the envelope of water surrounding the earth,
they are either in opposition or conjunction and spring tides are the result. When the effects are opposing
each other the sun and moon are said to be in quadrature and neap tides result. Opposition produces a full
moon and conjunction a new moon. This relationship is illustrated below:
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UKHO Tide Tables
STANDARD & SECONDARY PORT
The Standard Port acts as a reference station where predictions are based on continuous
observation and contain changes in conditions due to Meteorological conditions.
Secondary ports or Subordinate stations are based as near as practicable on Standard port tidal
characteristics in the area.
The predictions for tidal times and heights for secondary ports are made by the application of time
and height differences to the standard port.
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DURATION OF
RISE
DURATION OF
FALL
LOW
WATERLOW
WATER
RANGE
OF
TIDE
IN
MTRS
HTS
M
E
T
R
E
S
HIGH
WATER
Standard Port Bristol
Secondary Port Cardiff
Tidal Prediction Form
Finding Height of Tide
CHART DATUM
This is the plane from which tidal heights are measured and to which sounding s are referred on anavigational chart .
It is fixed so that very few tidal heights fall below it.
Lowest Astronomical Tide (LAT)
It is the lowest predictable tide under average meteorological conditions
The actual levels of LAT for Standard Ports are listed in Admiralty Tide Tables.
Relationship of Tides to C