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MANAGEMENT LEVEL COURSE FOR MARINE DECK OFFICER-FUNCTION 1

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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 gyrocompass 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.


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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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

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