practice 8-6-06 answers

7/30/2019 Practice 8-6-06 Answers

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Practice 8-6-2006 Answers

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Detailed briefing of bridge team and explain requirements in SOLAS

Chapter V, MCA MGNs and ICS Bridge procedures guide. Use SMS checklist and procedure.

Carry out risk assessment and document outcomes and safeguardsimplemented.

Check vessel has appropriate ice classification and notation.

Arrange appropriate manning levels for bridge.

Lookouts. Helmsman.

Test main engine and steering gear, etc., before approaching the area.

Confirm navigation and communication equipment is fully operational.

Operate radars on peak performance and appropriate range, includinglong range scanning and short range scales.

Vessel to be adequately ballasted and trimmed to have propeller fullyimmersed in water. Trim should not be excessive.

Ballast and fresh water tanks should not be more than 90% full.


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Stability of the vessel should be confirmed to be adequate.

Check and test search lights for use in darkness.

International Code of Signals and communication procedures should beavailable

Fenders and Towlines should be kept ready at appropriate locations.

Defrosters on bridge windows should be checked.

Accommodation heating

Anti skid salt/grit

Personnel protective and cold weather gear for crew Navigational publications for ice regions and latest reports

Adequate reserves of stores and bunkers

2

Detailed briefing of bridge team and explain requirements in SOLAS

Chapter V, MCA MGNs and ICS Bridge procedures guide. Use SMS checklist and procedure.


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Carry out risk assessment and document outcomes and safeguardsimplemented.

Check vessel has appropriate ice classification and notation. Consult publications and obtain ice reports.

Arrange appropriate manning levels for bridge.

Lookouts.

Helmsman.

Test main engine and steering gear before approaching the area.

Confirm navigation and communication equipment is fully operational. Operate radars on peak performance and appropriate range, including

long range scanning and short range scales.

Check and test search lights for use in darkness.

International Code of Signals and communication procedures should beavailable

Defrosters on bridge windows should be checked and used. Consult Navigational publications for ice regions and latest ice and

weather reports.


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Position fixing frequency and monitoring techniques.

Check soundings.

Early actions for collision avoidance. Obligatory report on sighting ice.

3Pack ice limit may be mistaken for coastline when observing visually or byradar. The bearings or ranges are likely to be in error. Confirm position usingother means.

Detection or identification during daylight as snow or ice hides the identificationfeatures or the entire structure.Range of visibility of light may be impaired due to ice or snow on lens. Dontexpect the lights to be raised at the usual range.The sectored lights may also be useless as the sectors may have beenchanged due to ice/snow on lens. In such cases bearings corrected for errorsmay be more useful.


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Liable to be set adrift by force of ice, or may simply drag their moorings.May be hidden under ice or snow

May not be on station as these may have been removed by authorities duringice season.Mariner should be cautious in their use even after confirming their positionwhen ice is affecting the floating aids.The antennas may be completely covered with ice or snow and may not detectany signal or may malfunction due to short-circuit. The movement of scanners

may be obstructed or they could be completely covered under ice or snow.GPS and other electronic aids can be used for positions after applying theerrors.

The echo sounder trace may be lost due to ice under the ship or hull noises.Pressure (Pittot) tube or impeller type speed logs may have to be retrievedto prevent damage from any ice passing under the hull.

Impact with ice and frequent changes of course and speed introduce errors ingyro compass. Such errors may be slow to settle.


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Radar must be operated at peak operational efficiency. Even then it has

limitations. In cases where there is no echo on display, it does not mean non-existence of ice.4

Proximity to hazardsIf hazards are closer to the intended passage, positions should be plottedmore frequently to take corrective action before vessel gets closer to the

hazards. Speed

A faster vessel will cover more distance in given time as compared to aslower one, and may get close to dangers more rapidly.

DraughtVessels with deeper draught have limited sea-room to manoeuvre; positionsshould be plotted more frequently to ensure that the vessel is within theintended channel.

Displacement


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Larger displacement means more momentum. Such vessels will take time toturn or manoeuvre.

Traffic density

Manoeuvring characteristics

Environmental factorsIn areas where extra ordinary set or drift, or leeway is being experienced,especially towards the hazards, fixing frequency should help spot it well in

advance of vessel setting closer to hazards.

5

The radar should be set up properly, presenting a picture of good qualityand displaying the required echoes effectively. Control settings shouldallow optimum picture. Suppressing controls like rain and sea controlshould be kept to required minimum and should be turned off when notrequired. Time base must be accurately centred.


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Radar should be checked for range, bearing, heading marker and picturerotate accuracy.

Compass errorneeds to be known; heading marker carefully aligned. Choice ofnavigational set up depends upon area of operation. North-up

relative motion would be preferable in coastal waters; where as North-uptrue motion would be a choice in narrows.

The selected object should produce good radar echo. Preferable choicewould be steep sided, radar conspicuous marks, e.g., headlands, isolated

rocks, isolated beacons, navigational marks with RACON. Objects shouldpreferably be selected on both sides of ships track to minimise rangeplotting error, mark identification error and radar linearity error. Low lyingobjects and coast line should not be used, e.g., sand dunes, tidal lowcoast lines, etc. Objects should be correctly identified.

The selected object should not be obscured from the radar scanner dueto presence of other objects.

Consideration should be given to radar blind and shadow sectors andfor how long the selected object is likely to remain within these sectors.


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Range scale is an important factor, in particular when it needs to bechanged. On older conventional radars with reflection plotters, any change

of range scale during parallel indexing would cause major work load fornavigator. Most modern radars allow index lines to shift with change ofrange scale. However, not all modern radars perform accordingly, as indexlines do not shift. Navigators need to know limitations and peculiarities ofown radars. Check VRM and range rings.

Too many index lines clutter the display. At any given time, not more than

two sets should be on the radar display one currently in use and theother for use immediately after the present set.

Parallel indexing does not relieve the navigator of the responsibility to plotpositions at the predetermined intervals.

6Engine

SBE


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Advise engine room of restricted visibility and to be manned till furthernotice

Reduce to safe speedPersonnel

Inform Master if not already on the bridge

Engage hand steering and post helmsman

Post additional lookoutsEquipment

Sound appropriate fog signals Switch on navigation lights

Keep on radars at peak performance and commence systematic plotting ofall targets in the vicinity

Navigation

Plot positions frequently

Navigation on Coast Obtain visual fix before entering restricted visibility

Employ parallel indexing techniques


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Run echo sounderDeck

Have anchors ready for letting Close all watertight doors and hatches

Order silence on deckBridge

Open bridge wing doors

Run both steering motors

Keep a check on all bridge equipment Radar for plotting for collision avoidance purposes should be on water

track speed

Do not VHF / AIS data for collision avoidance

Comply with the provisions of COLREGS, in particular Rule 19

Notify me immediately if it is not possible to achieve CPA of 2 miles with

any target Bridge manning as per manning levels / area scale in restricted visibility


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7The pilot as per his seat can have a clear view when approaching from port

side of the ship.

Helicopters can be controlled better when heading into wind. Therecommended wind positioning allows the helicopter to approach the vesselheading into the wind.Operating area aft wind 30 on the port bowOperating area amidships wind 30 on the port bow, or on either beamOperating area forward wind 30 on the starboard quarter

These relative wind positions will allow the operating area to be approachablein such a way that the helicopter will not have to pass over shipboardobstructions before reaching the operating area.

This will also keep the Turbulence to minimum.

8


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Bridge team should be briefed before the operation.Risk assessment.

Master should have the con and must ensure that all safety and operationalaspects are complied with before engagement.Have SMS procedure and checklist available for use.Engine should be on standby and hand steering should be engaged before theoperations commence.Lookout.The area where helicopter is to engaged should be clear of hazards and othertraffic and there should be sufficient sea room for freedom of movement.Position monitoring should be continuous along with situation awareness tokeep ship in safe and clear area of operation.Communication with the helicopter should be established well in time.When requested, the ship should employ methods to identify itself. (Position,heading, ETA, name, description, colour, special features, and transmission of

a homing signal can assist helicopter pilot with identifying the ship.)Details of area of operation and persons/equipment to be transferred shouldbe communicated to the helicopter.


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The helicopter pilot may be advised of relative wind by displaying an air sock,international code flag, etc. Smoke from the funnel also indicates the same

and where there is exhaust from the funnel, the wind should be at least twopoints off the port bow.Ship should display signals to indicate it is restricted in ability to manoeuvre.The instructions from the helicopter pilot should be assessed and compliedwith.Deck team and rescue party should be ready in advance and be incommunication s with the bridge.The operation should be well planned to minimise delay for the helicopter.96.105.1 & 6.105.1(b)1 Cape Town A RL2 A to M RL3a M to R RL (parallel)

3b R to S RL (parallel)4 S to Adelaide GC


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d.long between S and Adelaide landfall: 100 E ~ 138 22 E = 38 22dl.ong for composite leg:

cos P3 = tan lat Btan lat V2

= tan 34 37 / tan 40 = 0.822647482P3 = 34 39.0

As P3 is less than the actual d.long between S and Adelaide, GC cannot beused. Waypoint S is immaterial and long of point for leaving 40 S will have tobe determined.Leg 1Cape Town 33 55 S 018 24 E

WPT A 36 45 S 019 00 Ed.lat 02 50 S, d.long 000 36 E

170 36

Mean lat = 33 55 S + (02 50) = 35 20 S


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dep = d.long x cos Mean lat = 36 x cos 35 20 = 29.37

tan co = dep / d.lat = 29.37 / 170 = 0.172757915Co = S 9.801553503 E

Distance = d.lat / cos co = 170 / cos 9.801553503 = 172.5

Leg 2WPT A 36 45 S MP 2359.87 019 00 EWPT M 40 00 S MP 2607.64 055 00 E

d.lat 03 15 S DMP 247.77 d.long 036 00 E(195) (2160)

tan co = d.long / DMP = 2160 / 247.77 = 8.717762441Co = S 83.45629729 EDistance = d.lat / cos co = 195 / cos 83.45629729 = 1711.1

Leg 3 (a + b)Long of point = 138 22 E ~ 34 39.0 W = 103 43.0 E


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d.long leg 3 = 103 43.0 E ~ 055 00 E = 48 43.0 (x 60) = 2923 .0Distance (dep) = d.long x cos lat = 2923.0 x cos 40 = 2239 .1

Leg 4cos BV2= sin lat B

sin lat V2= sin 34 37 / sin 40 = 0.88378051

BV2 = 27.89817794 (x 60) = 1673.9 Distance = 1673.9

Total distance = 172 .5 + 1711 .1 + 2239.1 + 1673.9 = 5796 .6 = 579710d.long between departure position and edge of winter zone

P = 080 10 W ~ 050 W = 30 10d.long, if following composite leg = tan latA

tan lat V1

cos P1 = tan 30 20 / tan 36 = 0.805367196P1 = 36 21.3


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As can be seen, the composite leg joins the limiting latitude after it is past the050 W meridian, the route should be a great circle to the edge of the zone

and then another great circle from there to the destination.Leg 1

A Lat 30 20 N PA 59 40 Long 080 10 WX Lat 36 00 N PX 54 00 Long 050 00 W

d.long (PX ) 030 10 EcosAB= (sin PA sin PXcos Px) + (cos PA cos PX)

= (sin 59 40 sin 54 cos 30 10) + (cos 59 40 cos 54)= 0.6036963 + 0.296849092= 0.900545392

AX = 25.77015056 = AX x 60= 1546.2Leg 2

X Lat 36 00 N PX 54 00 Long 050 00 WB Lat 50 00 N PB 40 00 Long 006 40 W

d.long (Px1) 043 20 EcosXB= (sin PXsin PB cos Px1) + (cos PXcos PB)

= (sin 54 sin 40 cos 43 20) + (cos 54 cos 50)


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= (0.378253278) + (0.450269626)= 0.828522904

XB = 34.0526978 = XB x 60= 2043.2

Total distance = AX + XB = 1546.2 + 2043.2 = 3589.4= 3589 NM


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11d.long between departure position and edge of winter zone


tan lat V1cos P1 = tan 30 20 / tan 36 = 0.805367196P1 = 36 21.3

As can be seen, the composite leg joins the limiting latitude before it is past the 040 Wmeridian, the route should be a composite great circle to the latitude of the zone, on theparallel to the edge of the zone and then great circle from there to the destination.

Leg 1cosAV1= sin latA

sin lat V1= sin 30 20 sin 36 = 0.859208086= 30 46.3 Distance = 1846.3

Leg 2 d.long Px = 40 10 ~ 36 21.3 = 003 48.7 = 228.7departure = d.long x cos latitude = 228.7 x cos 36 = 185.1 (V1X)


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Distance travelled to X = 2031.4Steaming distance to consume 145 tonnes = 145/25 = 5.8 days

= 5.8 x 24 x 15 = 2088Hence vessel will not be able to enter winter zone before reaching its edge.Leg 3

X Lat 36 00 N PX 54 00 Long 040 00 WB Lat 50 00 N PB 40 00 Long 006 40 W


= (sin 54 sin 40 cos 33 20) + (cos 54 cos 50)= (0.434475468) + (0.450269626)= 0.884745094

XB = 27.77983119 = XB x 60= 1666.8

Total distance = AV1 + V1X + XB

= 1846.3 + 185.1 + 1666.8 = 3698 .2= 3698 NM


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12d.long between departure position and edge of winter zone


tan lat Vxcos P1 = tan 30 20 / tan 36 = 0.805367196P1 = 36 21.3

As can be seen, the composite leg joins the limiting latitude after it is past the

045 W meridian, the route should be a great circle to the edge of the zoneand then another great circle from there to the destination.

Leg 1A Lat 30 20 N PA 59 40 Long 080 10 WX Lat 36 00 N PX 54 00 Long 045 00 W

d.long (PX ) 035 10 E

cosAB= (sin PA sin PXcos Px) + (cos PA cos PX)= (sin 59 40 sin 54 cos 35 10) + (cos 59 40 cos 54)


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= 0.570817008 + 0.296849092= 0.8676661

AX = 29.81145228 = AX x 60= 1788.7

Leg 2X Lat 36 00 N PX 54 00 Long 045 00 WB Lat 50 00 N PB 40 00 Long 006 40 W


= (sin 54 sin 40 cos 38 20) + (cos 54 cos 50)= (0.407916619) + (0.450269626)= 0.858186245

XB = 30.88645951 = XB x 60= 1853.2

Total distance = AX + XB = 1788.7 + 1853.2 = 3641.9

= 3642 NM


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13a. Comply with WNA through out.

b. Distance to steam before reaching winter marks= 2500 15 = 166.67 hours = 6 days 22 hrs 40 minDate when on winter marks = 5+ 6.94 = 12th MarchVessel can enter the zone after consuming excess fuel

c. Distance to steam before reaching winter marks= 1500 15 = 100 hours= 4 days 4 hrs 0 minDate when on winter marks = 15+ 4.17 = 20th MarchVessel can enter the zone after consuming excess fuel

d. Vessel can enter the zone at any time

practice 8-6-06 answers

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