Q.

Draw up a set of Master's standing orders for handing over

watch at sea.

Officer being relieved should ensure that the relieving officer is

fully capable of performing his duties and not under influence of
drug or alcohol or sickness.

Officer being relieved should ensure that relieving officer's

vision is adjusted to prevailing conditions.

Officer being relieved should not handover in between a manoeuvre.

Relieving officer should ensure vessels position, course and

speed, ships draught, state of wind, tide or current and state of
visibility.

Relieving officer should ensure that all navigational equipment

are performing in correct manner.

Relieving officer should check performance of gyro and magnetic

compass together with any errors.

Relieving officer must read and sign the Master's "night order
book" and follow instructions detailed.

Relieving officer should check on engine status and steering (auto

/ manual).

Relieving officer should ensure that he is aware of the respective

traffic and other vessel movements in the vicinity.

Relieving officer should make sure that the navigational lights

are working during hours of darkness.

Relieved officer should make sure that the relieving officer is in

full command of the watch and comfortable with the situation
around him with regards to traffic.

Relieving officer should be made aware of any navigational

hazards, and the effects of heel, trim and squat will not infringe
UKC, which might have been anticipated by the officer being
relieved.

Correct details and timing of relief to be noted in logbook.

If in any doubt, inform Master.

5(a). Outline the AMVER system.

Automated Mutual Assistance Vessel Rescue System (AMVER)

Principle : Its principle is to utilise the resources of the

many merchant vessels which are at sea at any one time following a
maritime incident.

Purpose : Its purpose is to maximise the efficiency in co-

ordinating assistance inorder to save life and property.

Objective : Its objective is to co-ordinate mutual

assistance for the purpose of distressor SAR activities.

Operating body : United States Coastguard with centres in

New York and San Francisco.

Participation : It is a voluntary service and vessels over

1000 GRT which are engaged in voyages of 24 hours or more
participate in it. Initial ship's data regarding the ship's size,
speed, communications, equipment and facilities are kept in
confidential record, and no information is disclosed except those
relevant to SAR operations. It is a worldwide operation and free
of charge with the exception of only UK stations (refer M-155).

Format : Message format can be obtained from ALRS vol.1.

Additional information can be obtained from Commander Pacific
Area, Commander Atlantic Area and Commandant US Coastguard.
5(b). List the messages that should be sent by a participating
vessel, indicating the content.

Sailing Plan : sent days or even weeks prior to departure.

To include the following :-
- Ship's name and call sign;
- Date, time and port of departure;
- Port of destination;
- ETA at destination;
- Route information;
- Special resources on board.

Departure Report : sent as soon as possible after departure.

To include the following :-
- Ship's name.
- Date, time and port of departure.

Position Report : sent within 24 hours after departure and

48 hours thereafter.
To include the following :-
- Ship's name;
- Time and position;
- Port of destination;
- ETA to destination;

Deviation Report : sent if any changes are made to the

sailing plan at the Master's discretion. To include the
following :-
- Ship's name;
- Details of deviation;
- Course and speed;
- Revised ETA.
 Arrival Report : sent just prior to or on arrival to pilot
roads at the port of destination. To include the following :-
- Ship's name and call sign;
- Relevant position and time.

5(c). List three other reporting systems with which you are
familiar.

AUSREP
INSPIRES
MAREP
March,'96

4(b). Diferentiate between Adopted and Non-Adopted Schemes.

Adopted Schemes are intended for use by all vessels, by day

and by night, in all weathers, in ice free waters or under light
ice conditions where no extraordinary manoeuvres or assistance by
ice breakers are required. All routeing systems, adopted by the
IMO in accordance with Rule 10 of International regulations for
Preventing Collision at Sea (1972), applies to all vessels in or
near an area of TSS adopted by the IMO and does not relieve any
vessel of her obligation under any other rule.

Non-Adopted Schemes are established by the national

government or the local authorities and are not adopted by the
IMO; but may be submitted to the IMO for approval. The authorities
lay down regulations governing its use. Such regulations may not
only modify Rule 10 but also other steering and sailing rules.

4(c). State where information on Traffic Separation Schemes may be

obtained.

All charts show all adopted routeing schemes.

Ship's Routeing published by and obtainable from the IMO shows

details of routeing systems adopted by IMO.

Admiralty Sailing Directions mention all TSS, whether or not it

has been adopted by IMO.

Annual Summary of Admiralty Notices to Mariners lists all the TSS

shown on Admiralty charts and also indicates which schemes have
been adopted by the IMO.

Mariner's Routeing Guide Charts (5500 - English Channel and 5501 -

Gulf of Suez) also show the routeing systems.
5(a). List the titles of the main sections of the Weekly Notices
to Mariners.

Section I : Explanatory notes, Indexes to Section II.

Section II : Admiralty Notices to Mariners. Correction to

charts.

Section III : Reprints of Radio Navigational Warnings.

Section IV : Corrections to Admiralty Sailing Directions.

Section V : Corrections to Admiralty List of Lights and

Fog Signals.

Section VI : Corrections to Admiralty List of Radio

Signals.

5(b). State the information contained in EACH section of the

Notices to Mariners.

Section I : contains explanatory notes and advise on the

use of charts and publications followed by index of notices and
chart folio index of charts affected together with geographical
index.

Section II : contains notices for correction of charts,

including all notices effecting navigational charts, and are
listed consecutively from the onset of the year. The section also
includes 'T' and 'P' notices relevant to the week. The last weekly
notice of each month will also list the 'T' and 'P' notices which
are remaining current. Any new edition of charts together with new
publications issued are listed in this section. Latest edition of
publications are listed at the end of March, June, September and
December.

Section III : contains list of all Navarea messages in force

with reprints of those issued during the week. It also list other
Hydrolants, Hydropacs, US special warnings received together with
edited reprints of selected messages in force for those areas.
The first weekly notice of each year contains a list of Navarea,
Hydrolant and Hydropac messages.

Section IV : contains all corrections effecting Sailing

Directions for that week. A cumulative list of these corrections
in force is also published on a monthly basis.

Section V : contains all corrections effecting the

Admiralty List of Lights and Fog Signals for that week.

Section VI : contains all corrections effecting Admiralty

List of Radio Signals for that week.
November,'95

5. The O.O.W. in a vessel in deep water obtains a shallow

sounding unexpectedly.

5(a). State the authority to which the report should be sent.

International Hydrographic Office (IHO) based in Monaco.

5(b). List the information which should accompany.

The information required would include the following :

For H-102 :-

Ship's name and call sign.

General location.
Subject.
Approximate position (latitude / longitude).
B.A. chart affected.
Latest notices to mariners held.
Publications affected.
 For H-102A :-

Name of port.
General remarks.
Anchorages.
Pilotage.
Directions.
Tugs.
Wharves.
Cargo handling.
Cranes.
Repairs.
Rescue and distress.
Supplies.
Services.
Communications.
Port authority.
Small craft facilities.
Views

5(c). State the publications from which the report may be

obtained.

Weekly Notices to Mariners as issued by the Hydrographic

Office Admiralty.
November, '94

1(b). Explain, in general, the factors which make all routes

indirect.

Following are the factors which make all routes indirect are
:-

Type of vessel (passenger ,cargo , bulk , tanker , livestock).

Speed and power capabilities of the vessel.
Size of vessel (large or small).
General climatic conditions such as pressure, sea surface
temperature, currents, fog, etc.).
Seasonal winds affecting the areas over oceans such as SW'ly
monsoons.
Tropical storms as to which areas are usually affected and which
periods of the year are they expected .
Depressions sweep across the oceans in north and south hemisphere,
all with uninterrupted winds of long duration and build up heavy
seas and swell, and are an important factor in deciding the route
of a passage.
Loadline Rules.
Ice Limits.
Distance and safety of the vessel overall plays an important
role in deciding in making routes indirect .

1(c). Explain why the route recommended for vessel 'B' is so

different from all the other routes.

Vessel "B" is a small vessel of low power

This route keeps the SW monsoon and winds on bow for major port of
voyage.
4. A vessel is in the Red sea, heading for Suez and Masters
night orders include the following instructions : "Maintain the
track laid on the chart, and at morning twilight, obtain a star
sight if at all possible".

4(a). Discuss the problems involved in making stellar

observations in the Red sea.

Abnormal refraction causes an angle between the true direction and

apparent directions of the body as a result of which the body
could appear higher than their actual altitude.

As temperatures around the Red sea are very high, the altitudes of
a body can be affected by refraction as it depends upon
temperature and pressure of the atmosphere.

Nautical tables have table giving mean refraction based on

standard sea level and pressure values .

Refraction changes values of "dip" as refraction can also alter a

visible horizon.

Possible dust can create incorrect visible horizon.

Low coastline can be mistaken as visible horizon.

 4(b). (i).State, with reasons, the minimum number of stars
required to obtain a reliable position.

A minimum of three stars to be used to get a good angle of cut.

The stars should be well spread around the horizon, and hence, the
fix will be inside the cocked hat; otherwise, the position will be
outside the cocked hat.

Altitudes of the stars should be between 30-60 degrees for a good

fix, and where possible, with approximately the same altitude.

Generally, four stars are preferred, if possible, 90 degrees apart

in azimuth, because any error due to abnormal refraction will be
eliminated by using opposite horizons.

4(b). (ii). Explain which observation, if spread over a period,

should be made first.

At sunrise (AM civil twilight) :-

1st Easterly - Less bright star
2nd Easterly - More bright star
3rd Westerly - Less bright star
4th Westerly - More bright star

At sunset (PM civil twilight) :-:

1st Easterly - More bright star
2nd Easterly - Less bright star
3rd Westerly - More bright star
4th Westerly - Less bright star
5(a). (i). Outline the basic concept of GMDSS.

Global Maritime Distress and Safety System (GMDSS) is

developed by the IMO and included in the SOLAS convention.

The basic concept of GMDSS is to rapidly alert Search and

Rescue authorities ashore and to the shipping in the immediate
vicinity of a vessel in distress so as to co-ordinate search and
rescue operation with the minimum of delay. The system also
provides for urgency and safety communications, and the
dissemination of Marine Safety Information including navigational
warnings and weather messages.

All ships to comply with GMDSS requirements by 1st February,

1999.

5(a). (ii). List the sea areas designated by GMDSS and the means
of communication within each.

Sea Area A1 : within the range of shore-based VHF stations

(20-50 nm); ships will carry VHF equipment and either a satellite
EPIRB or a VHF EPIRB.

Sea Area A2 : excluding Sea Area A1, and within the range of
shore-based MF stations (150-200 nm); ships will carry VHF and MF
equipment, and a satellite EPIRB.

Sea Area A3 : excluding Sea Area A1 and A2, and within the
range of geo-stationary satellite (eg. INMARSAT), covering roughly
between 70 N and 70 S; ships will carry VHF, MF, a satellite EPIRB
and either HF or satellite communications equipment.

Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area
beyond INMARSAT range ie. greater than 70 N or 70 S (Arctic and
Antartic Ocean); ships will carry VHF, MF and HF equipment, and a
satellite EPIRB.

NB : Additionally, all ships will carry equipment for

receiving MSI broadcasts.
March,'94

3(b). If there was doubt as to a suspected index error of the

sextant used for the observation indicate reliability fo
the position.

The index error affects the altitude of the body.

Index error 'on' the arc is substracted from the sextant

altitude, and
Index error 'off' the arc is added to the sextant altitude.

If the incorrect altitude is larger (i.e.+ I.E.) than the

actual, then the PL is offset towards the observed body;
If the incorrect altitude is smaller (i.e.- I.E.) than the
actual, then the PL is offset away from the observed body.
In both the cases, the distance of the offset will be equal
to the error.

X Observed body
CI Calculated Intercept
CM Longitude or Meridian
CL Latitude
C Actual Position
Z Azimuth of "X"

If there was no error in the altitude, the intercept would

have been zero, C and I would coincide, thus, causing an error in
Latitude = AC and in Departure = BC.
4. The Master / Pilot relationship has, on occasion, led to
controversies as to the responsibilities of each particularly in
compulsory pilotage waters.
(Q. 4 / March,'90; June,'90; March,'93).

4(a). List the information

(i). the Master should give the Pilot on boarding his
vessel
(ii). the Pilot should give to the Master

(i). (1). Ship's general particulars - length, breadth, depth,

etc.
(2). Draught of the vessel.
(3). Vessel's present course and speed; compass error, if
any.
(4). Current state of engines.
(4). Speed at respective revolutions at full / half / slow
/ dead slow.
(5). Type of engine and propeller; bow thruster, if
fitted.
(6). Navigation equipment and aids; any error or faults in
navigational aids.
(7). Bulbous bow (Y/N).
(8). State of readiness of anchors.
(9). Last port of call.
(10). Port of destination.
(11). Nature of cargo onboard.
(12). Radar status.
(13). VHF channel guarded.
(14). Present position on chart and relevant passage plan
details.
(ii). (1). Limits of pilotage authority.
(2). Any local hazard or navigational warning in
operation.
(3). Area on chart of reduced underkeel clearance.
(4). Tugs intended for use - how many and where.
(5). ETA at berth and time period of distance of pilotage.
(6). Docking pilot required (Y/N).
(7). Junctions of high traffic density.
(8). Local weather forecast.
(9). Current, eddies and tidal information
(10). Intentions to use anchors and location of safe
anchorages.
(11). Special code signals for pilots, if any.
(12). Contact number or VHF channel in case of emergency.
(13). Contingency plan incase of breakdown.
(14). A copy of local by laws.

4(b). State which topics must be discussed and agreed before

vessel proceeds.

(1). With present draught, what are the areas of reduced

underkeel clearance ?
(2). Are there any navigational warnings in operation ?
(3). Are there any hazards effecting ship's intended
track ?
(3). What are the traffic congested or crossing vessels
areas ?
(4). What tides and currents will affect the vessel's route
and it's ETA ?
(5). What changes, if any, are effecting port regulations
or communications ?
(6). What berth and which side alongside ? Tugs (Y/N) and
Tug lines (Y/N).
(7). Is passage planning route agreeable or are any changes
required ?
4(c). State the duties of the O.O.W. when under pilotage.

(1). Call Master, if in doubt.

(2). Monitor own vessel and other position of other
vessels in the vicinity.
(3). Inform Master at check points and communication
points.
(4). Maintain an effective lookout.
(5). Remain on manual steering.
(6). VHF watch to be maintained on CH 16 and channel as
required by the pilot.
(7). Proceed at a safe speed.
(8). Obtain updated weather reports.
(9). Keep engine room informed.
(10). Maintain logbook entries.
(11). Exhibit correct lights and shapes.
(12). Fly correct flags.
(13). Do not stand vessel into danger.
(14). Use all available means to check vessel's position.

4(d). State the action, in the absence of the Master, that the
O.O.W. should take if he is in doubt as to a Pilot's intention.

In the absence of the Master, the O.O.W. remains the

Master's reprasentative inspite of the pilot.

If the O.O.W. is in doubt as to a Pilot's intentions,

(i). he should consult the Pilot and draw his attention to

the passage plan. If necessary, he should take instantaneous
action to reduce to minimum speed required for steerage.

(i). he should not hesitate to overide the Pilot's

instructions to maintain the safety of the vessel, and call the
Master immediately telling him about the prevailing circumstances
and position of the ship with regard to the intended passage;
4(e). State the Master's safest course of action, in a compulsory
pilotage area, if the Pilot is unable to continue his duties.

The safest course of action for the Master, in a compulsory

pilotage area, if the Pilot is unable to continue his duties are
the following :-

Master relieves the Pilot and takes the con of the vessel.

Inform the Port Control or Pilotage Authority over the VHF or

phone, and request for a relief Pilot.

Master should proceed with caution to a safe anchorage or harbour

or a position allocated by the pilot station so as not to impede
the passage of other vessels.

Should the unlikely situation develop, a statement should be made

in the logbook.
5(a). State with respect to published tidal information, the
sources available to a Master to determine intermediate times and
heights in offshore waters such as in the Southern North sea.

Published Tidal information is got from

(1). Co-tidal / Co-range charts

(2). Admiralty Tide Tables

(3). Navigational Chart (eg. 5043-south north sea and 5500)

(4). Annual Summary Notices

1 : Admiralty Tide Tables - Agenda and Corrigenda
15 : Underkeel Clearance
15a : Negative Storm Surges

(5). Tidal Stream Atlases

(6). Sailing Directions and Mariners Handbook.

(7). Nautical almanac.

NB :

Co-tidal lines : are lines which join places having the same
MHWI (Mean High Water Interval).

Co-range lines : are lines which join having the same MSR
(Mean Spring Range).

MHWI : is the interval between the moon's meridian passage

at Greenwich and the next high water time at a particular place.

MSR : is the range between MHWS and MLWS.

Purpose of co-tidal / co-range charts : to determine times

and heights of high water offshore in areas and places between
secondary ports.
5(b). State the factors which may modify predicted times and
heights of tides particularly in coastal waters.

Normal tidal movements are generally stronger in coastal

regions than in open sea conditions.

The factors which may modify predicted times and heights of

tides, particularly in coastal waters are as follows :-

Tidal currents are altered by wind or river running off coastal

regions.

Bad weather with associated strong winds.

Local geography affects both times and heights of high and low
water from their predicted values.

Estuaries and basins in local areas, eg. Bay of tundy (range 21

m.) & the Mediterranean - virtually nil (nearly land locked).

Spring and Neap tides will cause greater and lesser volumes of
water movement in and out of basin / estuaries.

Tides enter estuaries and their tributaries as a progressive wave.

The times and height in basins and estuaries of coastal areas may
well be modified by storm.

ATTENTION to Annual Summary Notice 15a - Negative Storm Surges

warning service. Due to meterological effect, indifference can be
anticipated on a negative surge.
5(c). State the factors which may cause actual soundings to differ
from those expected in a harbour approach area.

The factors which may cause actual soundings to differ fro

those expected in a harbour approach area are as follows :-

Possible squat of the vessel may cause a lesser depth reading.

Alteration of depth since last survey - check source data block.

Risk of negative tidal surges which could reduce depth from that
predicted.

Incorrect setting and adjustment of echo sounding equipment or

false reading in position.

No chart is infallable and may be incomplete.

Small scale charts may have insufficient data for sounding

comparison (use large scale charts).

The sea bottom is continuously changing and therefore, no chart

can be 100% reliable (refer Annual Summary Notice no. 15 w.r.t.
UKC).

Use of foreign charts which may employ a different datum could

generate depth errors on transferred positions eg. for USA, use
MLW.
November,'93

2(a). Write a set of Master's standing orders for the procedures

required when operating in or near an area of restricted
visibility.
(Q.4a / June,'96; Q5a / June,'93; Q.3a / March,'89)

Reduce the vessel's speed in accordance with the Regulations for

the Prevention of Collision at Sea and proceed at a safe speed.
All radars to be operational and systematic plotting of targets
commenced.
The Master should be informed of the state of visibility as soon
as possible after reduced visibility is encountered.
Vessel to be put on manual steering mode.
Inform engine room of the state of visibility and maneouvring
speed to be maintained until conditions have improved.
Sound the prescribed fog signal in accordance with the
Regulations.
VHF listening watch to be maintained.
Post lookouts at wings and forward and astern, in addition to
normal watch.
Switch on navigation lights throughout any period of impaired
visibility.
Consider on contingency plan.
Close all w/t doors immediately.
Employ use of echo sounder, where appropriate.
Watch-keeping staff to be doubled if restricted visibility
persists.
3. A vessel on a south westerly course is making a passage
through the TRS region of the Western South Pacific in March.

3(a). Give details of a bridge routine that will ensure that

vessel does not meet storm unexpectedly.

The O.O.W. should monitor weather reports for each watch period.

The O.O.W. should advice Master immediately if there is any

evidence of a TRS.

All communications such as navtex, navigational warnings, or

special adverse weather reports should be sighted by the Master.

The sea temperature, barometric tendency, wind force and swell

must be monitored continuously (every three hours).

Any decrease in diurnal range must be reported to Master.

Facsimile charts / satellite projections must be obtained on daily

basis.

Any doubt regarding weather must be reported to Master and

checked.
3(b). If a TRS is detected, explain how the Master may ascertain
the vessel's position relative to the storm path by onboard
observations. (Q.3a / June,'93)

Master should heave to and take observation of true wind

direction.

Once the direction and force of wind have been ascertained, he

should employ "BUY BALLOTS LAW" to estimate the storm centre and
this would provide a relative bearing of the storm centre, i.e. in
the southern hemisphere and with the observer facing the wind,
take a bearing 8 compass points to the left and take a bearing 12
compass points to the left. The centre of the storm lies between
these two bearings.

The force of wind being experienced by the vessel would also

indicate the range of the ship from the storm, i.e.
150 miles from centre -- 7 force wind;
125 miles from centre -- 8 force wind;
75 miles from centre -- 10 force wind.

The semi circle in which the vessel is situated by observation of

the true wind shift;
in the Southern Hemisphere,
if the wind is veering, the vessel is in Navigable
Semicircle (NSC)
if the wind is backing, the vessel is in Dangerous
Semicircle (DSC)

Vessel's position would also be indicated by direction of swell

and associated weather, satellite pictures and facsimile charts.
4(a). List the data that is available on a Monthly Routeing Chart.
(Q.5a / March,'89)

The data that is available on a Monthly Routeing Chart are

as follows :
Ice information - maximum ice limits.
Position of ocean weather ships.
Recommended tracks and distances.
Bailie wind rose.
Areas of low visibility predominant.
Mean air temperature guide.
Beaufort wind force of 7 and higher predominant.(TRS).
Dew point and mean sea temperatures.
Loadline demarkation limits.
Scale.
In addition,
Loadlines for the Mediterranean Sea, Black Sea and Suez;
Iceberg limit and pack ice limit;
Ocean Currents - predominant direction and speed in knots.

4(b). For routeing purposes "Ocean Passages for the World "
catagorises vessels as full powered, moderate powered and low
powered.
State how the vessels are split into these categories.

Full powered or able to maintain a sea-going speed of 15 knots or

more.
Moderate Powered or able to maintain sea-going speed of 10 -15
knots.
Low powered are vessel's which are damaged or engaged in towing
having a sea-going speed of less than 10 knots.

NB : Low powered routes (vessel) are not shown on diagrams

within the Oceans Passages. However, general advice on low /
average routes is given within the text.
5(b). State why there is no time given in the nautical almanac for
Nautical Twilight in high latitudes on 4th August, 1976.

Sunlight is visible to the observer when the sun is 18 degrees

below the horizon.
Sunlight before sunrise and after sunset is known as twilight.
This phenomenon is due to atmospheric refraction of the light and
also reflection from the particles suspended up in the air high
above
Depending upon the position of the sun, twilight is named as
follows :-
(a). Civil Twilight : from 6 degrees below horizon.
(b). Nautical Twilight : 6 degrees to12 degrees below horizon.
(c). Astronomical Twilight : 12 degrees to 18 degrees below
horizon.
At the equator, the sun sets and rises out of horizon
perpendicular and twilight time is short. In high latitudes, due
to angle of the sun rising and setting, twilight time is longer
because sun is for a longer time within the 18 degress band below
the horizon. If the sun does not go below the 18 degress band,
then twilight will last all night .

Twilight last all night when :

(Latitude + 18 degress) must be less than (90 degrees -
Declination).
The limiting case :-
(90 degrees - Declination) = (Latitude + 18 degrees)
Therefore, Latitude = 72 degrees - Declination
Therefore, (Latitude + Declination) = 72 degrees
Hence, (Latitude + Declination) must not be less than 72
degrees for the twilight to last all night.
In this case as Nautical twilight = 12 degress below the
horizon
(90 degrees - Declination) = (Latitude + 12 degrees)
Therefore, Latitude = 88 degrees - Declination
Therefore, (Latitude + Declination) = 88 degrees
Hence, (Latitude + Declination) must not be less than 88
degrees for twilight to last all night.
5(c). "There was evidence of abnormal refraction near the
horizon". State the precautions to be taken when planning and
plotting the star sights to minimise effects of abnormal
refracttion.

Precautions in planning :
Choose high altitude stars or if possible medium altitude stars
between 20 to 70 degrees, because nearer to the zenith refraction
is least; low altitude stars have greatest refraction.
Ensure that stars are spread evenly around the horizon.
At least three stars to be taken and if possible more.

Precautions in plotting :
Use separarate corrections for dip and refraction. Do not use
Total Correction Tables.
Use Temperature / Pressure Correction Tables because standard
values are given for Mean Refraction Table assuming that the table
is for sea level.
When conditions give rise to abnormal refraction always use sight
results with caution.
If stars are evenly spread around the horizon, the position should
be inside the cocked hat. If stars are taken on one side, the fix
is almost certainly out of cocked hat.
Systematic error solution may indicate probable position. Target
error could be due to human error.
June, '93

4(b). (i). When checking compass error by the amplitude method,

state the correct position of the sun in relation to the visible
horizon, giving reasons for your answer.

When observing the amplitude, the centre of the observed

body should be on the celestial (sensible) horizon of the
observer. But the visible horizon does not coincide with the
celestial horizon because of the combined effects of refraction,
parallax and dip.
Thus, when checking compass error by amplitude method, the
lower limb of the sun must be semi-diameter above the visible
horizon whereby the sun's centre will be at the celestial horizon.

4(b). (ii). Explain why in high latitudes, the observation of the

sun for checking compass error by the Amplitude Method is
unreliable.

In high latitudes, the path of the sun is very low as a

result of which it follows a very long path from the visible
horizon to the sensible horizon and thus, the rate at which the
body is changing its azimuth is comparatively large. Consequently,
a small change in altitude results in a large change in azimuth.
This makes the accuracy of the observation unreliable; unless the
observer could be precise regarding the time that the body's
centre is on the sensible horizon.
March,'93

1. A vessel is on a voyage from Panama to ports on the north

coast of Queensland (Australia) and must make a landfall, just
after sunrise, at the entrance to a passage through the Great
Barrier Reef.

1(a). Discuss the choice of morning stars w.r.t. bearing, altitude

and the minimum number of stars for a high confidence fix when
making this landfall.

Best choice of morning stars : As due to sunrise, stars

observed must be east or west. The order in which they must be
observed are as follows :-
1st Less bright stars in the East
2nd Then the bright stars in the East
3rd Then the less bright stars in the West
4th Lastly the bright stars in the West

With respect to bearing,

stars chosen for the sight should be all around the horizon;
in other words, widely spread eg. 60 degrees apart. This achieves
a good angle of cut and vessel's position is inside the 'cocked
hat'; if the stars are taken only on one side, vessel's position
will be out of the 'cocked hat'.

With respect to altitude,

Best altitude of stars should be between 20 degrees ~ 70 degrees.
Acceptable altitude of stars are between 15 degrees ~ 75 degrees.
Altitudes below 15 degrees and above 75 degrees are not
recommended.
When stars are below 15 degrees, (i). refraction errors are
variable, (ii). dim stars are not visible, and (iii). assume that
PL obtained is incorrect.

With respect to number of stars,

a minimum of three stars is to be taken and if possible,
more than three are preferred.
3(a). (i). List the publications to be consulted when planning an
Ocean Passage.

The list of publications to be consulted when planning an

Ocean Passage are as follows :-

(1). Ocean Passages for the World

(2). Mariner's Handbook
(3). Chart catalogue
(4). NP 5011
(5). Routeing chart
(6). Ocean Current charts and current atlases
(7). Ice Charts
(8). Sailing Directions
(9). Admiralty Tide Tables
(10). Admiralty List of Lights and Fog Signals
(11). Admiralty List of Radio Signals
(12). Distance Tables
(13). Guide to Port Entry
(14). Weekly Notice to Mariners
(15). Annual Summary of Notices
(16). M-Notices
(17). Navigation warnings (T & P Notices).
(18). IMO Ship's Routeing
(19). Nautical Almanac
(20). Sight Reduction Tables
(21). Norie's Tables
(22). Collision Regulations and INTERCO
3(a). (ii). State the information found in the Mariner's Handbook.

The information found in the Mariner's Handbook are as

follows :-

World map of areas / list of volumes which are covered by the

Sailing Directions.

Preface, list of diagrams and abbreviations.

Chapter 1 : Charts, books, system of names, IHO and IMO

(navigational information, charts & diagrams, supply of charts,
navigational warnings, Admiralty Notices to Mariners, Upkeep of
chart outfit, books, system of names, IHO and IMO)

Chapter 2 : The use of charts and other navigational aids

(position fixing, lights, fog signals, buoyage, echo soundings,
squat and underkeel clearance)

Chapter 3 : Operational information and regulations (Obligatory

reports, Distress & rescue, Tonnage & loadlines, National limits,
Vessels requiring special consideration, Ship's routeing, Vessel
traffic management, Exercise areas, Minefields, Helicopter
operations, Pilot ladders, International port traffic signals,
Offshore oil & gas operations, Submarine pipelines & cables,
Overhead power cables, Pollution of the sea, Conservation and
Historic & dangerous wrecks)

Chapter 4 : The sea (Tides, Tidal streams, Ocean currents, Waves,

Underwater volcanoes & earthquakes, Density/salinity/colour of the
sea, Submarine springs, Coral, Sand waves and Local magnetic
anamolies)

Chapter 5 : Meteorology (General maritime meteorology, Weather

routeing of ships, Abnormal refraction, Aurora, Magnetic and
ionospheric storms)

Chapter 6 : Ice (Sea ice, Icebergs and Ice glossary)

Chapter 7 : Operation in polar regions and where ice is prevalent

(Polar regions, Approaching ice, The Master's duty regarding ice,
Ice reports, Ice accumulation on ships, Operating in ice,
Icebreaker assistance and Exposure to cold)

Chapter 8 : Observing and reporting (Hydrographic information and

Rendering of information)

Chapter 9 : IALA Maritime Buoyage System

Annexes, Glossary and Index.

3(b). State the factors that the Master must take into account
when choosing an optimum route for an Ocean Passage. (Q.3a /
June,'89)

Following are the factors that the Master must take into
account when choosing an optimum route for an Ocean Passage :-

Type of vessel, draft and underkeel clearance at various stages of

the voyage.
Time of the year and expected weather / sea conditions.
Available depths and width of water.
Possibility of encountering gale force winds causing subsequent
delays or damage to the vessel.
Likelihood of encountering ice and fog causing delay or deviations
from the planned route.
Predominant currents / tidal streams being either adverse or
favourable to the ship's course.
Economical route (fuel & time saving).
Good weather route (for passenger vessels).
Recommendations from Ocean Passages of the World.
Recommendations from Meteorological Office.
State of loading and nature / type of cargo.
Need of any tasks to be carried out during voyage.
Overall navigational aids on board.
Distances off from Islands and other navigational hazard, incase
of engine failure.
War zones, fishing traffic, oil and gas offshore developments and
abnormal waves.
Overall distance comparison
Company's or charteres preference.
3(c). Explain how the Master should resolve the situation when
different factors suggest different routes.

Any route selected should not stand the vessel into danger. The
prime consideration should be safe naviagation of the vessel
throughout the voyage and therefore, all information must be
gathered on various recommended routes.

The Master should obtain the monthly weather chart and current
forecasts from the Met Office.

He should consider the capabilities of his own vessel, speed,

reliability of machinery, etc.

He should take into account the time of the year and of any
recommendations made by shore routeing organizations.

The shortest distance may not always be acceptable because of ice

or prevailing bad weather. Least time over a short distance does
not always follow and the Master would need to consider the
overall weather pattern for all areas of the proposed route and
seasonal changes may also effect the final choice.

Least time with least damage can be a popular option where

financial savings can be made with less heavy weather damage being
incurred by the ship or cargo

Depending upon the nature of cargo, consideration towards limiting

damage must also be taken, especially to sensitive cargo.

Charterparty may stipulate that the voyage is conducted at

'constant speed'.

Special featured vessels follow special routes eg. deep draught

vessels follow deep draught route and vessels with no ice class
follow ice free route.
5. Describe the World Wide Naviagation Warning System and
include in the answer, (1). Types of warnings; (2). Areas covered;
(3). Who issues each type; (4). Contents of warnings; (5). How are
they promulgated.
(Q.5 / March,'95; Q.4a / November,'89)

WWNWS (World Wide Navigation Warning System) :

To continue safe navigation practice, the International
Hydrographic Organization (IHO) and International Maritime
Organization (IMO) have jointly established a Global Navigation
Hazard Warning System (GNHWS). The service is provided in english
language by radio and may also be promulgated by Notice to
Mariners.

The types of warnings, together with the area covered by

each and issued by, are as follows :-

Navigational Area Warnings : is the worldwide warning

service and is divided into 16 geographic areas called NAVAREA's.
The authority for collecting and issuing these long range warnings
is known as Area Co-ordinator. They are published by the British
Admiralty in the Weekly Notices to Mariners and each Navarea are
shown in diagrams in the Annual Summary of Notices to Mariners and
the Mariners Handbook.
The contents are
Navarea warnings which ocean going vessels require for safe
navigation.
Failure and changes to major navigational aids.
New wrecks or navigational hazards in or near ocean shipping
lines.
Areas where SAR, anti-pollution, cable lying activities are taking
place.
Significant malfunction to radio navigation.

Coastal Warnings : effect a specific coastal region in the

area of the hazard and are broadcast by country of origin. It
assists the mariner in coastal navigation, between ports and outer
limits of ports. They are transmitted by CRS in english and
national language on W/T, R/T, VHF and Navtex. The times and
details of transmission are given in the ALRS volume 3.

Local Warnings : may supplement or aid coastal warning

service by giving detailed information relating to inshore waters.
These warnings are broadcast by the coastguard, port or pilotage
authorities. They are issued only in the national language and the
particulars are given in ALRS volumes 3 and 6.

Contents of warnings :-
Newly discovered wrecks.
Changes to Navigation aids.
On going search rescue.
Cable laying activity.
Anti-pollution operations.
Natural hazards present.

Methods of promulgation :-
Best method of transmission is Navtex.
In the USA, in the form of "HYDROLANT's" or "HYDROPAC's".
Current warnings in the Weekly Notice to Mariners.
December,'92

4(a). Describe breifly how a least time track is

constructed on board a vessel equipped with a radio facsimile
receiver and trading in Eastern North Atlantic Ocean.
(November,'88)

Construction of least time track :-

(1). Knowing the port of departure, destination and expected

date and time of departure, the routeing officers will study the
latest appropriate surface synoptic and prognostic charts,
together with sea state charts, to identify the general weather
and sea state conditions that are expected to be encountered.

Using their experience, the routeing officers will identify

the part of the ocean where the least time objective is likely to
be achieved. Ice conditions, current, etc. are also taken into
account at this stage. Having done this, a detailed investigation
of the area is next carried out.

(2). From the initial starting position five or six tracks,

approximately 10 to 15 degrees apart are drawn on a transparent
overlay which is placed over a prognostic wave height chart for
the 12 hour period after the expected time of sailing.

(3). After the study of the prevailing prognostic and wave

height charts, and the ship's performance curves, the estimated 12
hours per run distance is plotted on each of the tracks is
plotted.

(4). These positions are joined together to form a contour

line known as the "Time Front".

(5). From the most favourable position on this "time front",

the procedure is repeated at 12 hour intervals.

(6). This enables a second contour to be drawn upto 48

hours.

(7). The position on the 48 hours contour which is the

nearest to the ship's destination is that point which the Master
is advised to route by.

(8). When estimating distance on the projected tracks,

allowance is made for fog and ice or other navigation hazards.
4. A vessel is routed by 'Metroute', the ship routeing service
of the UK Met office.

4(a). List the information that the Master has to give to the
Metroute Routeing Office or List the information that the Routeing
Officer will require from the Master of vessel (i). before sailing
(ii). whilst on voyage.
(Q.3b / November,'94; Q.4 / June,'90; November,'88)

Before sailing
Name and type of ship.
Speed of the vessel.
Classification of the vessel (eg. ice class).
Destination and departure points.
Date and time of departure.
Draft of vessel on sailing.
Type of cargo.
Stability aspect
Information on the vessel's performance curves.
Type of route required by the Master.
State of loading.
Passage speed required.
Preference of Master / Owner / Charterers

Whilst on voyage

(1). Master informs Routeing Officer of the following :-

(a). Time of clearing harbour.
(b). Time of departure point.
(c). Whether original track confirmed or ammended.
 (2). Ship / shore : 6 hourly weather report to be sent
inclusive of position report. Unless making regular weather
reports, position reports every 24 / 48 hours which should include
couse, speed, wind direction and force, and state of sea; advise
of breakdowns or reductions of speed other than for weather.
Metroute requires position report every 24 hours or for ships to
send a reduced weather message as per ALRS vol.3.

(3). Any Deviation : Off track is reported together with

reason (eg. ice).

(4). Arrival Report : Time at destination.

4(b). List the routeing information that is sent to the Master of

the routed vessel and state when he should receive it (Q.4b /
June,'90).

A provisional route is sent to the Master prior to sailing

with the routeing information consisting of an analysis of present
synoptic features affecteing the area together with a weather
forecast, and may also contain a forecast of future storm tracks.

Meteorology office checks weather every 6 hours and ships,

too, report to the office every 6 hours with updates on position
and weather, otherwise once daily.

If the forecast conditions are significant but unavoidable,

then an advisory message will be sent to the Master every 48 hours
or more often confirming or amending the route and giving details
of the weather to be expected

If the forecast conditions of significant weather can be

avoided, or if a significant decrease in intensity of adverse
weather can be achieved by change in course or speed, then a route
diversion message will be sent to the Master.
4(c). State the benefits of Metroute to (i). the Master, (ii). the
owner / charterer / manager.

(i). For the Master :- safety and efficiency at sea :

Voyage planning at the start of the passage.

Regular signals during passage provide detailed vessel specific

weather forecasts.

Routeing advise from professional mariners, who understand the

responsibilities of the Master.

Avoidance of adverse conditions reduces the chance of vessel

damage and weather related accidents to crew and cargo.

Adherence of agreed schedules avoids contractual penalties.

(ii). For the owner / charterer / manager :-

Post voyage information for management and accounting purposes.

Accurate round the clock monitoring of the vessel's progress.

Comparisons between actual and alternative routes to demonstrate

the benefit of routeing services.

Comparisons between actual speeds achieved and charter speed,

after appropriate allowance for weather and currents.

Clear documentation of weather related vessel performance over the

whole voyage from acknowledged experts in global weather.
4(d). Describe a Hindcast chart and explain its use to the ship's
Master / owner / Charterer. (Q.3c / November,'94; Q.4c / June,'90)

On completion of a voyage, the routeing organization may, on

request, prepare and provide a Hindcast chart, and compares the
progress of the vessel during the voyage and the actual weather
experienced on the selected route. This comparison is made against
the weather and estimated progress of an alternative routes.

The comparison allows the Master / ownwer / charterer

to compare the values of met routeing;
to compare the savings in time, fuel and money;
illustrates avoidance of bad weather and safe options;
provides evidence of choice and justifies expenditure of met
routeing.
5. State the standing orders that a ship's Master should issue
with respect to each of the following situations.

5(a). Keeping a lookout

A proper and continuous lookout is to be maintained for the

purpose of fully appraising the situation and the risk of
collision.

The duties of the lookout shall include the detection of ships,

all navigation marks or lights, all floating objects, prominent
navigational feature, derelicts and other hazards to navigation,
any sighting of ice (no matter in what form), any malfunction of
own ship's navigational lights, ships or aircrafts in distress,
shipwrecked persons, wreck and debris.

The lookout must be able to give full attention to the keeping of

a proper lookout and no other duties shall be undertaken or
assigned which could interefere with that task.

The duties of the lookout and helmsman are separate and the
helmsman shall not be considered to be the lookout while steering.

The O.O.W. may be the sole lookout in daylight, provided on each

such occasion, (i). the situation has been carefully assessed and
it has been established without doubt that it is safe to do so;
(ii). full account has been taken of relevant factors, including
but not limited to state of weather, visibility, traffic density,
proximity of danger to navigation and navigating in or near an
area of traffic separation schemes; (iii). assistance is
immediately available to be summoned to the Bridge when any change
of the situation so requires.

A lookout is to be posted in addition to the O.O.W. during hours

of darkness.
5(b). The maintenance of charts and other publication

The naviagation officer should maintain all navigation charts and

publications used by the vessel.

Full use should be made of all weekly notices and supplements to

update charts and publications.

Any missing corrections which are not available should be reported

to the Master.

All corrections made to charts should be recorded both on the

respective chart and in the chart correction log.

All new charts together with revised editions and publications

should be ordered and received on board prior to vessel's sailing.

Current T and P notices in force should be checked as per the

monthly listing.

A chart management system should be followed.

Do not make erasures or use tippex / snow paint on the charts and
in publications.
5(c). Checking and testing the bridge equipment

The operational tests and the performance of navigational

equipment should be checked prior to sailing, prior to entering
restricted or hazardous waters and at regular and frequent
intervals at other times throughout the passage.

Standard compass error determined at least once a watch, and when

possible, after any major alteration of course; the standard and
gyro compasses to be frequently compared and all repeaters
synchronozed with the master compass.

Auto pilot tested manually at least once a watch.

All navigational and signal lights and other navigational

equipment checked for proper functioning.
* Chronometer to be checked and synchronized against
time signal.
* DF bearings plotted, where appropriate, and fixes
compared.
* Echo sounder to be used, where appropriate, and soundings
verified from the chart at known positions.
* Course recorder to be regularly checked.
* Radar performance checked with the aid of the
performance monitor.
* GPS with low HDOP (Horizontal Dilution of Precision)
value to be used.
* Hygrometers to be regularly checked (ensure water in
wet bulb thermometer).
* Sextant to be checked regularly and ensure that it is
free of all errors.

Steering gear to be tested prior sailing with duty engineer

standing by to sight the testing of the gear in the steering flat.

Any entry to the fact that any equipment has been tested or used,
should be inserted in the log book, together with any defects
experienced, in which case Master should be informed
June,'92
2. A vessel is to make a passage through an area of pack ice
where ice accretion may also be encountered. Describe the problems
that may be encountered with respect to each of the following :-

2(a). In performance of navigational instruments and electronic

navigational aids

Radar scanner may become frozen up with ice acceration. Ice

particles adhering to the reflecting surface of the scanner will
reduce radar energy both inward and outward.

As ship's head will vary considerably when navigating in ice

conditions, hence, DF operations are unreliable.

Reliability of Decca station in very cold climates can often

effect the transmission without warning.

The use of Magnetic compass in high latitudes may become

unreliable especially in polar region due to large angle of dip.

Compass face plates are often obscured with ice crystals making
visual bearings difficult.

Logs cannot be used as they have to be withdrawn to avoid damage.

Echo sounder may not give correct readings due to false echoes.

The intensity and arc of visibility of navigational lights may be

reduced due to ice formation.

Radio aerials become frozen, thereby, making communications

difficult.

Omega suffers from Polar cap absorbtions.

Loran suffers from different propagation.

2(b). Problems in maintaining an accurate DR position

As any DR position requires direction distance and courses :

Distance is normally obtained from the log and in extreme ice

conditions (eg. pack ice), the log would not be in operation.

The courses through pack ice will vary with ice conditions.
Navigation will depend upon leads in the ice being available and a
course will be dictated by the flow and leads of the pack.

Several changes in course and variations of speed must be

anticipated in short periods of time as a result of which the
distances which are estimated becomes unreliable.

Ice movement can and will influence the 'set' of the vessel. The
subsequent holding of the course is, therefore, difficult; the
amount of set being variable.

Movement in pack ice often necessitates astern movements and this

disrupts an accurate DR.
2(c). Problems in the use of floating marks and beacons

The use of floating marks and beacons for the purpose of

navigation is extremely limited in the ice season as many harbour
authorities remove navigational marks to avoid loss or damage.

Other marks such as spar buoys are pushed beneath the ice and are
not visible for use as a navigational aid.

Where floats are visible, ice accretion can cause some

discolouration and change of appearance of mark.

Floats can be expected to be out of position where heavy ice (eg.

pack ice) is experienced.

Position of any floating mark cannot be relied upon and therefore,

should be used with extreme caution. Such floats should not be
used for position fixing.
2(d). Problems in the use of sectored leading lights

Windows of the lights may be covered by frost / ice which greatly

reduces sighting and visible range of lights, thereby, making them
unreliable. (especially noticeable with green sectored lights).

Coloured lights tend to diffuse and appear as white sectors. The

lantern glass may have moisture build up due to temperature
changes and could further diffuse light rays.

Snow build up could completely cover the light.

The width of the sector of lights is affected.

Due to extreme weather and ice conditons, the lights may be

subjected to failure especially if unmanned and also maintenance
may be difficult.

Hence, sectored leading lights should not be relied upon and

position fixing must be carried out by other means.
3. Following the receipt of a distress call, the transmitting
vessel could not be contacted by radio. Four merchant vessels are
responding to this distress call and are in radio contact with
each other. (Q.3a June,'90)

3(a). State the factors that the four Masters should take into
consideration when determining which of them will take on the role
of the Co-ordinator Surface Search (CSS).

Capabilities of vessel with respect to the following :-

Communications
Whether doctor or medical trained staff onboard
Hospital and casualties treatment facilities
Characteristics of vessel affecting their abilility to pick up
survivors
Rescue boats
Man-power
Relative position
Vessel's speed
ETA to search area
Position of other units
Facilities of other units
Nature of own cargo and cargo on other vessels

3(b). List the information that CSS will require from each of the
other three Masters.

Bearing and location of distress.

Speed and present course of each vessel.
Medical facilities (Y/N).
Rescue facility type.
Type of vessel and the nature of cargo (eg. dangerous, hazardous).
Present position.
Weather being experienced and ETA to search area.
Endurace bunkers.
Navigational aids, identification and communications facility.
3(c). State the sources of assistance that the CSS can call upon
in determining both the datum and the search pattern details or
State the information required by other 3 Masters from the CSS to
conduct efficient search.

CSS can call and communicate with the following :-

Coast radio station for bearings.

MRCC for last known details of datum position.
Other search units for bearings.
Ship reporting systems like the AMVER / AUSREP.
Coastguard via CRS for search pattern areas.
Other shipping for last known position or any details.
Inmarsat, if Epirbed.
4(c). The SOLAS convention requires the Master of any vessel to
report encountering certain meteorological conditions. State the
conditions that are to be reported and to whom the report is made.

The International Convention for Safety of Life at Sea,

1974, requires Masters of every ship to report encountering the
following meteorological conditions :-

Dangerous Ice.
Dangerous derelict.
Any danger to navigation.
Tropical revolving storm.
Sub-freezing air temperature associated with gale force causing
severe ice acceration on the superstructure of the ship.
Winds of force 10 or above on Beaufort scale for which no storm
warning is received.

The report is to be made by all available means to ships in

the vicinity and to the nearest coast radio station or signal
station. The report should be made in english for preference or
by the International Code Of Signals. If sent by radiotelegraphy,
the message should be preceeded by the safety signal "TTT" and if
by radiotelephony, the spoken word "SECURITE"; repeated three
times in each case.

For ice, the message contains the following :-

(1). Date and GMT of the observation.
(2). Type of ice observed.
(3). Position of ice observed.
(4). Concenteration and thickness, if known.
(5). Icebergs; size and shapes.
 For dangerous derelict and any danger to navigation, the
message contains the following :-
(1). Type of derelict or other danger.
(2). Position of derelict or other danger.
(3). Date and GMT of last sighting.

For TRS and storms, the message contains the following :-

(1). Position of the storm so far as it can be ascertained.
(2). Date and GMT when it was encountered.
(3). Position, true course and speed of vessel when
observation was made.
(4). Barometric pressure at mean sea level (not corrected
for diurnal variation).
(5) Change in barometric pressure during the previous 3
hours.
(6). The true direction and force of wind.
(7). The state of sea.
(8). The height of the swell and the direction from which it
comes.
(9). The period or length of swell.
March,'92

4. Shore based ship routeing services can give a number of

different types of route depending upon specific requirements of
the vessel. (March,'89)

4(a). (i). List the different type of route.

(ii). State which type(s) vessel will use each of the
different routes.

Least time : The main objective is to reduce time on passage

regardless of other considerations. Usually confined to tankers,
product carriers and bulk carriers of large / medium size, which
are unlikely to suffer cargo damage and are less susceptible to
hull damage.

Least time with least damage : The main objective is to reduce

time of passage and costs of damage. These recommended routes will
minimises rough weather and ice while at the same time achieve a
quick passage time eg. Containers, passenger and roll on / roll
off vessels.

Least damage : This having the objective to minimise damage to

sensitive cargoes eg. livestock.

Constant speed : As required by Charterers (eg. all vessels

without ice classification).

The aforementioned routes would be associated with

additional criteria for vessels which require the following :-
Ice free route for vessels without Class A1 with no or part ice
strengthening.

Deep water route for vessels constrained by her draught.

An all weather route for special cargoes (Ro-Ro) or passengers.

Fuel saving, often the same as least time with least damage route,
for steam turbine ships as it is more economical if constant
throttle is maintained. (eg. VLCC's - steam turbines).
4(b). (i). State the general areas of the world where it is
advantageous to use weather routeing, either shipboard or shore
based.

Weather routeing makes use of the actual weather and the

resulting forecast weather in the vicinity of the anticipated
route. Routes are selected as per the weather forecast and then
modified as necessary as the vessel proceeds on its voyage.

Weather routeing is extensively used for passages across

North / South Atlantic and North / South Pacific Oceans. In these
oceans, the weather changes are very rapid and without any or much
indication and therefore, it is advantageous to use ship's or
shore based weather routeing to avoid the climatic effects of the
weather like gales, storms heavy swells, ice and icebergs which
may damage the vessel and cause delays in voyages.

4(b). (ii). State the type of area in which climatological

routeing will be satisfactory.

Climatological routeing makes use of the prevailing currents

and winds. These routes are shown on the Routeing Charts as well
as considered in the Ocean Passages of the World.

Climatological routeing will be satisfactory in the middle

latitudes, the Carribean's and the Indian Ocean. In these area,
the weather is seasonal, quite predictable and little scope is
felt for adverse weather changes. Hence, the ships tend to use
climatological routeing which changes season to season.
5. The GMDSS is being phased in between 1st February,'92 and
1st February,'99. Outline the elements of this system.

The elements of the GMDSS system are as follows :-

(1). Four satellites (geo-stationary) for global coverage.

(2). Shipboard

A VHF installation with a capability of transmitting and receiving

digital selective calls (DSC) on Channel 70 and radiotelephony on
Channels 6, 13 and 16.

Equipment which allows continuous DSC watch to be maintained on

VHF Ch. 70.

The capability to receive the International Navtex Service

broadcasts when operating in any area where Navtex is provided.

An onboard facility for the reception of the Marine Safety

Information (MSI) by INMARSAT Enhanced Group Call System (EGC)
when engaged on voyages where Navtex coverage is not provided.

VHF waterproof walkie talkies (> 500 GRT); minimum three.

Search and Rescue Transponders (SART's) operating in 9 Ghz band;

minimum two.

Satellite EPIRB manually / automatically activated with float free

arrangement (distress alerts on 406 MHz or through Inmarsat geo-
stationary satellite service).
 This equipment has been identified by IMO to be suitable
to :-

Ship-to-Shore Distress Alerting.

Shore-to-Ship Distress Alerting.
Ship-to-Ship Alerting.
Search and Rescue Coordination.
On-scene Commander.
Transmission and receipt of locating signals.
Transmission and receipt of Maritime Safety Information.
General Radio Communications
Bridge-to-Bridge Communications.

INMARSAT provides worldwide coverage except polar regions.

INMARSAT A (voice / data / fax / telex) - Real Time.
INMARSAT C (text / data at lower speeds) - Store and
Forward.

(3). Ground

Local User Terminals (LUT's).

Regional Data Distribution Centre (RDDC).

Marine Rescue Co-ordination Centre (MRCC).

December,'91

3. A vessel is about to sail from Montevideo (Uruguay) to

Quebec (Canada) in early March and the vessel has no ice
classification.

3(a). State the sources of information which are aviailable to the

Master as to the latest ice situation in the North Atlantic.

Before sailing :-

Ice reports available from Ice Patrol and distributed by the US

Coastguard and US Naval Oceanographic Office.

Ship routeing advisory service available from the Meteorological

Office at Bracknell (England).

Ice charts as supplied by Admiralty Hydrographic Department of the

Canadian Hydrographic Service.

General reference should be made to relevant publications, such as

Ocean Passages of the World, Mariners Handbook, Admiralty Sailing
Directions and Weekly Notices to Mariners

Old ships log books.

Whilst enroute :

Reports from other shipping which is outward bound from respective

ice effected regions.

Radio advisory warning reports from Halifax, Nova Scotia; refer to

ALRS.

Navtex - Ice reports via. various transmitters, eg. Norwegian Sea

and Icelandic areas by Norway, and by Swedish Ice Service.

Ocean weather ships.

Daily Coast Radio Stations w/t broadcasts.

3(b). State the Master's obligations upon sighting dangerous ice.

On sighting : A Master should send an obligatory report made

by all available means to ships in the vicinity and to the nearest
coast radio station or signal station. The report should be made
in english for preference or by the International Code Of Signals.
If sent by radiotelegraphy, the message should be preceeded by the
safety signal "TTT" and if by radiotelephony, the spoken word
"SECURITE"; repeated three times in each case.

Report Content :
(a). Ship's name and port of registry.
(b). Date and GMT of the observation.
(c). Type of ice observed.
(d). Position of ice observed.
(e). Concenteration and thickness, if known.
(f). Icebergs; size and shapes.

NB : I would consider any ice to be dangerous ice for

surface navigation in the sense that if one piece of ice is
sighted in an area, there is a distinct possibility of another
piece and perhaps much bigger than the one sighted. It is very
easy as well as dangerous to underestimate the size of ice.
Dangerous ice can, thus, be defined as any ice that impose risk to
safe surface navigation. For example, brash ice is not dangerous
to surface navigation. However, what may have been within it's
coverage area can be growler which may not be detectable by radar.
Hence, all ice is dangerous to surface navigation.
4. Draw up a set of Master's standing orders for a 30,000 DWT
and 15 knots bulk carrier for each of the circumstances listed
below :-

4(a). Conduct of bridge team when under pilotage :-

The O.O.W. remains the Master's representative on the bridge in

the absence of the Master. The O.O.W. will at no time leave the
bridge while under pilotage conditions unless releived by the
Master or his designated representative.

The O.O.W. should monitor the vessel's position at regular

intervals and whenever safe navigation requires despite the
presence of the Pilot.

The O.O.W. should continuosly monitor the UKC throughout the

pilotage and not stand the vessel into danger.

Full use of all navigational equipment should be made by the

O.O.W. taking into account that the Pilot may be unfamiliar with
specific instruments.

All instructions from the Pilot should comply with the projected
passage plan and any intended deviation from the plan should be
reported to the Master before they occur.

The O.O.W. should monitor all communications affecting the safe

navigation of the vessel, including the Pilot communication and
keep the Master advised accordingly.

The O.O.W.should not hesitate to override the Pilot's instructions

to avoid the vessel being stood into danger.
Lookout :-

The lookout is to be maintained on the Bridge or monkey

island.

All traffic / navigation marks and beacons must be reported

to the OOW and the Pilot.

The lookout is designated to lookout duties only and must

not be given additional duties.

Helmsman :-

The quartermaster must respond to the Pilot's instructions

except where the Master or his OOW take the con of the vessel.

Any loss of steering or fault must be reported to the OOW

and the Pilot.

All orders are to repeated 'word' for 'word

 4(b). Change over of the officer of the watch :-

The O.O.W. should

report to the bridge in ample time and fully capable of performing

their duties; not impaired by alcohol, drugs or sickness.

have his vision adjusted to the prevailing conditions.

be satisfied with any "standing orders" or specific "night orders"

given by the Master.

confirm the vessel's position, course and speed.

be familiar with predicted tides and currents, weather reports,

state of visibility and their subsequent effect on navigation.

ensure that the navigational situation regarding the performance

of gyro and magnetic compass together with any errors is in order.

ensure that all navigation equipment is functioning in proper

manner.

ensure that respected traffic and other vessels movements does not
endanger own vessel.

clearly in advance confirm any navigational hazards that might be

anticipated; heel, trim and squat should not affect the UKC of the
vessel.
 4(c). Fixing the vessel's position :-

A minimum of three position lines should be employed to fix the

vessel's position.

Both primary and secondary position fixing methods must be used

when monitoring ship's progress.

Visual fixes should be used whenever and wherever possible.

Instruments should be used with due regard to their reliability,

accuracy and with attention to potential instrument error.

Continuous use of a single method or instruments to fix the

position is not to be encouraged except when no alternatives are
available.

Full use should be made of any associated navigational aid such as

echo sounder to corroborate obtained position.
5(a). Describe the method of keeping Admiralty Sailing Directions
up to date between new editions.

Each volume is republished at intervals of about 12 years. Between

editions, it is kept corrected by publishing successive
supplements published every 18 months, each new supplement
cancelling its predecessor.

Section IV of the Admiralty Weekly Notices to Mariners contains

selected urgent corrections to the Sailing Directions that cannot
await until the next supplement. Current corrections are listed in
the notice published monthly and those in force at the end of the
year are reprinted in the Annual Summary Notices to Mariners.

It is recommended that all corrections are kept in a file with the

latest list of corrections in force on the top. The file should be
consulted when using the parent book to ensure if any correction
affecting the area under consideration are in force.
5(b). Provided extracts of Red sea and Gulf of Aden Pilot,

(i) Expalin fully the significance of the arrows.

The arrows represent surface currents, their predominant direction

and average rates.

The arrow flows with the currents and are related to the
prevailing winds.

The arrows represent the direction of flow.

The rate which is an (average figure) is indicated at the tail of

the arrow.

(ii). State how these values are derived.

The arrow presentation vary in thickness and its thickness

represents the constancy.

The value of constancy is obtained by comparing the number of

observations in the predominant sector against total number of
observations and expressed as a percentage.
June,'91

2(a). List publications navigators should consult when planning a

passage and give details of information found in each. (Q.3b /
June,'89)

Ocean Passages : Weather conditions, weather routeing

services, suggested routes, approximate distances, navigational
hazards and reliability of depths.

Mariners Handbook : General informations on navigational

hazards, weather conditions, a general guide on all
publications.

Admiralty Sailing Directions : Ampliy informations given on

charts and points of general interest to mariners, local weather
conditions, tides, currents, depths around the coasts, land marks,
approaches, anchorages, pilotage approach, information, bouyage
system and marks.

Chart Catalogue : Gives the required charts for voyage and

current charts.

Navigational Charts : Give depths of water, land / coast,

lights and navigational aids.

Routeing Charts : Provides information for planning ocean

passages for the month required, recommended tracks and distances
to chief ports, loadline limits, ice conditions, predominant winds
and currents.

Weekly Notices to Mariners : To check, update, correct

charts and latest information pertaining to navigation.

Admiralty List of Lights and Fog Signals : Gives updated

details / characteristic of fog signals / lights, light buoys,
light vessels, structure of lighthouses, etc. for a particular
area.

Admiralty List Radio Signals : Gives worldwide radio

information, coast radio stations, port frequencies, Pilotage,
minimum notices w.r.t. ETA's, VHF working channels, DF stations
etc.

Admiralty Tide Tables : Tidal information, tidal streams and

tidal levels for areas concerned.

Distance Tables : Gives shortest distances in RL or GC

between chief ports.

Guide to Port Entry : Gives information on ports, berths,

equipments, legal requirements, custom and immigration laws,
health regulations, services available, medical facilities.

Other publications :
Nautical almanac
Temporary and preliminary notices
Navigational warnings.
IALA buoyage
5011- Chart abbreviations
Previous passage plans
2(c). Discuss the problems associated with fixing the vessels
position on passage from Nagoya to Brisbane by the following :-

(i). By astro navigation :- depends on factors such as

horizon, clouds, angle of cut, altitude and spread of azimuth.
Thus,

The horizon at all times may not be clear due to onset of fog,
mist and clouds, or presence of islands.

Due to clouds, rain and fog, celestial bodies (eg sun, moon and
stars) may not be visible.

Bodies such as stars may not be spread out around the horizon.

Altitudes may be affected due to clouds, haze and rain.

Gale frequency (10days / month) resulting heavy rolling of the

ship.

(ii). when using the transit satellite syatem :-

Transit systems may have long time gap between one fix and the
next; sometimes exceeding 12 hours in low latitudes.

Fixes are only available at the time of the observation.

In areas of heavy rainfall, there is a possibility of the signals

getting lost.
3(a). Draw up a Bridge Emergency Procedures checklist for each of
the circumstances listed below :-

(i). Man Overboard

Helm hard over to the side on which the man has fallen.
Release lifebuoy with self-igniting light and self-activating
smoke signal.
Press the MOB button on the GPS, if available.
Sound the general emergency alarm.
Inform the Master.
Inform the E/R and have the main engines ready for immediate
manoeuvring.
Revert to hand steering.
Release SART, where appropriate.
Post extra lookouts.
Establish communications with the CRS.
Advise other vessels in the vicinity by VHF.
Hoist International Code Flag "O" and sound "O" (- - -) on the
whistle.
Rescue boat turned out and ready for launching.
Hospital made ready to treat for shock and hypothermia treatment.
Plot the datum position / appropriate search pattern, and complete
the manoeuvre.
Obtain updated weather report.
 (ii). Stranding

Stop engines.
Sound general emergency alarm.
Inform Master and E/R.
Advice CRS and other vessel's in the vicinity by VHF.
VHF watch maintained on Ch.16 at all times.
Position on the chart verified and safe port options investigated.
Display appropriate light and shape signals; switch on deck
lights.
Sound appropriate sound signals (eg "U").
Close all watertight doors.
Sound round all bilges and tanks.
Sound round the vessel's hull to check depth of water.
Determine nature of seabed.
Calculate times and heights of next high water.
Damage control team mustered.
Refer to vessel's damage stability information.
Consider possibility of dropping anchor underfoot to prevent
damaged ship from sliding off into deeper waters.
Consider whether assistance is required by tugs.
Make relevant entries in the logbook.
Position of vessel sent ashore with updates from time to time.
 (iii). Steering Gear Failure (Q.4c / June,'96; Q.3c /
March,'89)

Immediately engage alternative emergency steering gear.

Inform Master and E/R.
Display NUC signals, lights and shapes, as appropriate.
Sound appropriate sound signal to warn other traffic eg "D" or
"U".
Advise vessels in the vicinity.
Obtain updated weather report.
If in restricted visibility, sound appropriate fog signal.
Post lookouts.
Stop the vessel in the event of both emergency and auxillary
steering systems failure.

NB : If the vessel is stopped in the event of both emergency

and auxillary systems failure, a warning report may become
necessary, depending on the vessel's position eg. English Channel
TSS.
3(b). The Master must ensure that his officers are thoroughly
familiar with the content of the above checklist and procedures.
Explain the ways that this can be achieved.

The Merchants Shipping Regulations,1982, requires Master to

give directions and operational guidance to officer incharge of
the navigation watch.

Master should

issue guidance notes and instructions to his officers in way of

standing orders or night orders.

ensure that the company's or managements safety instructions and

manuals have been read and understood.

ensure that all watchkeepers should read M-1102 and Bridge

Procedures Guide (ICS).

ensure that all watchkeepers are to familiarise themselves with

the standing orders and all the checklists in the guides, and sign
to confirm that they are fully understood.

ensure that all navigational instruments and gear are tested

atleast once a week and a steering changeover, from auto to manual
and back to auto again, checked once every watch.

have mock up drills on all possible emergencies with an O.O.W.

incharge of situation.
5(a). In the absence of any other sights or PL, assess the value
of series of Pole star sights in monitoring the following :-

(i). The vessel's progress along its track :

As the vessel is on course of 090 degrees (T), the series of

pole star sights will give a poor indication of advance of the
vessel along its track as PL's are almost parallel or in line with
the track or course of the vessel.

(ii). Any deviation from the track :

A series of these pole star sights will give a good

indication of cross track error along the vessel's course.

NB : Approximate altitude to set on your sextant using

Polaris is your own latitude.
March,'91

3(b). Describe the alternative courses of action that could be

taken by the Master to keep his vessel safe and explain how each
could keep the vessel clear of the worst of the storm.

(1). The Master as he already knows that the storm has

resumed and is heading SSW'ly at 15 knots can keep plotting the
storms tracks with latest updates. Initially, he is about 540 nm
from the storm centre.

(2). The Master can proceed on his normal course if he

wishes and is plotting the storms path as it curves. This option
is not the best option but would put the vessel on the navigable
semicircle of the TRS.

(3). A SW'ly course would be most suitable, as firstly, it

would take the vessel away from the eye of the storm, and
secondly, the vessel will be on the navigable semi-circle of the
TRS with plenty of sea room. At the same time, the storm's path
will have to be plotted. This course would only take the vessel
away from the destination.

(4). Another option is to head on a W'ly course and probably

look for cover in sheltered areas. This course, too, would keep
vessel atleast 250-300 miles away from eye of storm. It will keep
the vessel in navigable semi-circle and avoid getting on to a lee
shore. This would be a little time saving for the voyage but will
still feel the effect of the storm and swell.
4(b). State the advantages to the navigating officer of having
Navtex Receiver on Bridge.

Following are the advantages of Navtex Receiver to O.O.W. on

Bridge :-

All latest and updated navigational warnings are received.

Latest update on weather forecast is available.
Any distress warning in the vicinity can be attended to.
Any pilot service messages for the area.
In high latitudes, ice reports can be received.
Gale warning forecast on the intended track received.
Movement of rigs in the offshore region can be obtained and
position charted.
An update on navigational instruments can be obtained (eg. Decca,
Loran-C, Omega and Satnav)
With the information received from the Navtex Receiver, passage
plan can be amended as required for the safety of the vessel.
It is quick and easy to receive unlike the morse code signal
received by the Radio Officer.
Unwanted or irrelevant messages not set into receiver will not be
printed.
5. A container vessel has all the navigational aids, Satnav and
auto pilot. It has unmanned engineroom with alarm for single
manning and full crew of three deck officers, four engineers and
eight GP crewmen.

5(a). List the factors that the Master should take into
consideration when determining the composition of watches.

Geographic position and local navigational hazards.

State of visibility, effected by fog, rain, haze, sleet or snow.
Day or night conditions.
Open water, landfall or coastal conditions.
Traffic density and proximity of focal points.
The number of personnel and their experience.
The need for use of manual steering or auto pilot.
Need for continuos radar watch.
Whether a Pilot is on board or not or when approaching for
pilotage.
The possibility of fatigue effecting watch keepers.
The level of navigation duties eg. frequency of position fixing.
Number of lookouts expected eg. in special operations like MERSAR.

Watchkeeping arrangements
Always adequate to the prevailing circumstances and conditions and
should take into account the needs of maintaining a proper
lookout.
At no time should the Bridge be left unattended; one O.O.W. and
one rating as lookout with an additional rating on immediate call,
if required and a helmsman, where appropriate.
State of visibility and weather conditions.
Day or night conditions.
Operational conditions of navigational aids.
The need to use manual steering or autopilot; autopilot is
designed to relieve the helmsman but not the lookout rating.
Any navigational hazards or special circumstances.
Need of proper rest of watchkeepers.
Certification and experience of watchkeepers.

Watchkeeping arrangements on ocean passages in clear weather

Master available as required.
During daylight, rating may work in immediate vicinity but must be
readily available.
Bridge watches as follows : C/O (04-08), 3/0 (08-12), 2/0 (12-04)
and duties as per Master's standing orders and good lookout.
Engines on bridge control, engineers on day work and an engineer
on immediate call at night, if required.

Watchkeeping arrangements on ocean passages in restricted

visibility
Master on bridge as required supervising safe navigation of
vessel.
Bridge watches as before but two ratings allocated to each watch-
keepers.
Engines on bridge control and on manoeuvring speed ready for
immediate use.
Engine room to operate a three watch system and C/E to be in
engine room as required.
If restricted visibility persists for more than 12 - 24 hours,
then consider doubling of watches.
The need for a continuous radar watch and the level of
navigational duties such as frequent position fixing.
 Watchkeeping arrangements in river passage with pilot
onboard
Master on bridge as the overall incharge and pilot as advisory.
One O.O.W., one rating as lookout and one rating as helmsman.
One responsible officer and rating standby at the anchor forward.
Engines on bridge control and on manouvring speed.
C/E to be in E/R at all times additionally with duty engineer and
one engine room rating.
December,'90

3(c). List the meteorological phenomena that a vessel is obliged

to report under M.S. Navigational Safety Regulations No. 534 of
1980.

As per the MSA regulations a vessel is obliged to report the

when the following are encountered :-

Dangerous Ice.
Dangerous derelict.
Any danger to navigation.
Tropical revolving storm.
Sub-freezing air temperature associated with gale force causing
severe ice acceration on the superstructure of the ship.
Winds of force 10 or above on Beaufort scale for which no storm
warning is received.

NB : A Master should send an obligatory report made by all

available means to ships in the vicinity and to the nearest coast
radio station or signal station. The report should be made in
english for preference or by the International Code Of Signals. If
sent by radiotelegraphy, the message should be preceeded by the
safety signal "TTT" and if by radiotelephony, the spoken word
"SECURITE"; repeated three times in each case.
4. A vessel is to make a voyage through a particularly
developed oilfield in the Gulf of Mexico, where production
platforms, exploration rigs, siesmic survey vessels and well heads
will be encountered.

4(a). State the hazards to navigation associated with each of the

above offshore features.

(i). Production platforms :-

Slant drilling;
Small traffic;
Safety zones;
Toxic wastes;
Helicopter Operations;
No anchor areas and back scattering lights;
Manifold and under surface work.

(ii). Exploration rigs:-

Position changing;
Charts unmarked;
Navigation corrections to charts required;
Unspecified safety zones;
Anchor operations ongoing;
Mooring buoys and towing possible.

(iii). Siesmic survey vessels :-

Ram types (restricted in her ability to manoeuvre);
Diving operations;
Under sea operations;
Marker on survey buoys;
Unmarked cables and possible floating obstructions;
No go zones.
 (iv). Well heads :-
No anchoring;
Submarime pipelines;
Suspended well heads, mark or unmarked;
Soundings limitations of echo sounder.

4(b). State where the navigator will find details of the position
of (i). Production platforms and (ii). Exploration rigs.

(i). Production platform :-

Charts;
Lists of lights;
Sailing directions;
Annual Summary of Notices to Mariners;
Special position charts (non-navigational);
Navigational warnings (new developments).

(ii). Exploration rigs :-

Navigational warnings;
T and P Notices;
VHF radio warnings;
Navtex;
Annual Summary reprints;
Pilots;
Port authorities from exploration rigs itself;
Local knowledge of company or agents, other shipping.

NB : In any exploration area, caution is advised and written

reports should be checked as some variance may occur.
4(c). State the additional instructions, w.r.t. the oilfield, that
the Master should give to the Officer drawing up the passage plan
to ensure that the vessel passes these hazards safely.

(1). Observe all safety zones (500 mtrs.) and fairways when
laying of courses / tracks.
(2). Observe a slow speed or safe speed in areas of oil /
gas operations (Ref. no.20).
(3). Update navigational warnings and chart.
(4). Check navigational warnings.
(5). Contingency plan for fog or emergency.
(6). Manual steering inside the operations zone.
(7). Use of appropriate publications in appraisal of plan.
(8). Highlight "NO GAS AREAS".
(9). Emphasize monitoring points (primary and secondary
system of position fixing).
(10). Show focal points of heavy or crossing traffic.
(11). Identify areas of expected strong currents.
(12). Mark safe anchorage sites.
(13). Potential hazard area for Master on con, Pilots and
double personnels.
5(a). State the objectives of Ship's Routeing as adopted by IMO.
(Q.4a / March,'96)

The purpose of Ship's Routeing is to improve the safety of

navigation in converging areas and in areas where the density of
traffic is greatest and where freedom of movement of shipping is
inhibited by restricted sea room, existence of obstructions to
navigation, limited depths or unfavourable meteorological
conditions.

The prime objective of Ship's Routeing system adopted by IMO

may include some or all of the following :-

The separation of opposing streams of traffic so as to reduce the

incidence of head-on encounters.

The reduction of dangers of collision between crossing traffic and

shipping in established traffic lane.

The simplification of the patterns of traffic flow in converging

areas.

The organisation of safe traffic flow in areas of concenterated

offshore exploration or exploitation.

The organisation of traffic flow in or around areas areas where

navigation by all ships or by certain classes of ships is
dangerous or undesirable.

The reduction of risk of grounding to provide special guidance to

vessels in areas where water depths are uncertain and critical.

The guidance of traffic clear of fishing grounds or the

organization of traffic through fishing grounds.
 The advantages of Shop's Routeing system is to provide a
route that will allow vessels to reach their destination by :-

the most economical track.

that will cause least damage to the cargo and the ship.
that will provide most comfort (in case of passenger vessel's).
that will attract favourable insurance premiums.
that will be the safest option when considering the season, class
of vessel and ship's characteristics (ie. deep draught, ice
strengthened, etc.).
June,'90

5. State the types of information that may be obtained from

ALRS volume 6 (Pilot operations) in respect to a major port.

Stations working in the Port operations

Vessel Traffic management and Information Services.
Services to assist vessels requiring pilots.
Services for small craft (information on Marina and Harbour VHF
facilities).
Services concerned with traffic surveillance.
VHF working channel of various port operations and harbour
authorities.
Port information : harbour limits, telephone numbers, frequencies,
hours and information on firing practice.
Pilots : Minimum notice periods, working frequencies, embarkations
points and pilot area limits.
Associated diagrams.
March,'90

2(b). Describe the type of search patterns which should be used if

raft is not sighted on arrival in area.

Following are the factors to be considered in deciding the

search pattern :-

limits of area to be searched.

vessel carrying out the search; position, speed and ETA.
own ship's capabilities.
size of the target being searched.
realiability of datum point.
meteorological visibility.
prevailing weather.
sea condition.
proximity of navigational hazards.
Number of casualties and spread over what area.
day or night.

Patterns :-

Sector search : for single small taraget.

Expanding square search : for wide spread target.
Co-ordinated creeping line : for long distance target.

Considering the last known position was a day away, the

liferafts could have drifted due to current and wind. The position
of the liferaft would be quite close to the distress position. But
nothing is given for sure that the two liferafts are together.
Therefore, the expanding square search pattern would be employed
as targets could be well spread.
2(c). State the information that needs to be exchanged between the
two vessels prior to arrival in the search area.

Establish a good communication.

Exchange of positions and details of operations of ships.

Confirm last known position of distress.

Exchange own vessel's capabilities such as speed, type of vessel,

man power, communication ability, nature of cargo and ETA to
search area.

Other information including present course, weather experience,

bunkers, medical facility and rescue facility types.

Plans of search type to be employed and area to search.

3. A passenger vessel in 24 degrees north and 73.5 degrees west
is bound for New York from Kingston (Jamaica) at a speed of 22
kts. and is working to a very tight schedule.

A hurricane has been reported to be 120 miles to the

eastward and moving in NW'ly direction.

3. (a). Explain how the Master may ascertain the vessel's

position relative to the storms path by onboard observations.

Master should heave to and take observation of true wind

direction.

Once the direction and force of wind have been ascertained, he

should employ "BUY BALLOTS LAW" to estimate the storm centre and
this would provide a relative bearing of the storm centre, i.e. in
the northern hemisphere and with the observer facing the wind,
take a bearing 8 compass points to the right and take a bearing 12
compass points to the right. The centre of the storm lies between
these two bearings.

The force of wind being experienced by the vessel would also

indicate the range of the ship from the storm, i.e.
150 miles from centre -- 7 force wind;
125 miles from centre -- 8 force wind;
75 miles from centre -- 10 force wind.

The semicircle in which the vessel is situated by observation of

the true wind shift;
in the Northern Hemisphere,
if the wind is veering, the vessel is in Dangerous
Semicircle (DSC)
if the wind is backing, the vessel is in Navigable
Semicircle (NSC)

Vessel's position would also be indicated by direction of swell

and associated weather, satellite pictures and facsimile charts.
3. (b). If these observations confirm that the vessel is in the
advance semicircle of the storm state, making reference to the
vessel schedule, the action that the Master should take to
expediate the voyage. A chartlet of the area is provided for
information only.

If the vessel's observation was ahead of trough line,

if in path of dangerous quadrant, place wind on starboard bow and

proceed at best speed, progressively altering course to starboard
as wind veers.

if in path of navigable semicircle, place wind on starboard

quarter and proceed at best speed, progressively altering course
to port as wind seeks.

This action would put the vessel close to islands to south

and may be necessary inorder to avoid being caught on the lee
shore.
5. State the type of information that is contained under each
of the following paragraph headings in the "sailing directions" :-

(i). Directions :
Approaching and berthing informations;
Tidal streams;
Navigational aids;
Landmarks, their position and description;
Area and dangers to be avoided; hazardous to navigation;
Position of fairways and useful navigation marks;
Availability of leading lights and their reliability;
Availability of any TSS.

(ii). Anchorage :
Designation (Prohibited / Deep water / Dangerous goods /
Quarantine / Recommended Anchorages);
Limitation (Inner and outer anchorage);
Depths;
Holding ground;
Shelter afforded;
Weather / sea condition effecting on anchorage.

(iii). Pilot :
Controlling authority;
Either compulsory / optional;
Authority for requests;
Embarkation position / changing point of pilots;
Regulations;
Type of pilot service available eg. deep sea;
Type and times of communication;
Description of pilot boats;
Signals to be displayed by own vessel;
 (iv). Communications :
Road, rail and air services available;
Nearest airport or airfield;
Port radio and information services with frequencies and hours of
operating;
Post and telegraph services available.
November,'89

3. State the standing orders that a Master should issue to

cover the following circumstances :-

3(a). Whilst the vessel is at anchor :-

Determine and plot the ship's position on the appropriate chart as

soon as practicable; the position of the anchor to be recorded
together with the amount of cable paid out.
Ascertain vessel's position by all available means at sufficiently
frequent intervals; by taking visual bearings of fixed objects
ashore or prominent navigational marks; radar must be used and
transit bearings obtained, if possible.
Ensure that an efficient lookout is maintained.Ensure that
inspection rounds of the ship / deck patrol is maintained.
Observe meteorological and tidal conditions and the state of the
sea; echo sounder switched on at regular intervals, and rise and
fall of tide recorded.
Obtain updated weather reports.
Ensure that the state of readiness of the main engines and other
machinery.
Ensure that the ship exhibits the appropriate lights / shapes and
that appropriate sound signals are made at all times, as required.
If visibility deteriorates, notify the Master and comply with the
applicable regulations for preventing collision at sea.
Notify the Master and undertake all necessary measures if own or
other ship drags anchor.
Keep continuous listening watch on VHF Ch.16 and port / pilot
channel.
Take measures to protect the environment from pollution by the
ship with applicable pollution regulations.
Have contingency plan ready with regards to own vessel or other
vessel dragging anchor.
 3(b). The embarking / disembarking of Pilot :-

Establish early communication with the Pilot boat; give ETA to

pilot boarding ground, ship's particulars and information as
required by the Pilot, and confirm pilot ladder on which side and
height above the waterline.

Inspect chart for available depth of water, sea room,

obstructions, entry and exit courses.

Hoist International Code Flag "G" or "H" as required or any local

signals.

Engage manual steering and keep both steering motors 'on'.

Ensure engines on standby and vessel in all respect ready for

manoeuvring.

Approach at slow speed, identify targets and create a 'lee' for

the pilot boat; take precautions against swamping and interaction.

Ascertain current set and drift, and adjust the course and speed
accordingly.

Post lookouts and brief them as the usual contact is lost during
manoeuvre under freeboard or around the stern.

Boarding point clear of all obstructions and free from any

slippery substances.

Ensure pilot ladder well rigged as per instructions with two man-
ropes; lifebuoy with self-igniting light and a safety line kept
ready for immediate use at the boarding point.

If high freeboard, then rig the pilot ladder in conjunction with

the accomodation ladder.

Deck and overside well illumunated.

A Responsible Officer to inspect that the pilot ladder is in good

condition and well rigged, and with communications to standby at
the pilot ladder to receive the Pilot; sufficient number of deck
hands ready to assist, if required.
4(b). State the purpose of Cumulative List of Notices to Mariners.

The purpose of the Cumulative List of Notices to Mariners is

for checking and updating charts. It records the chart number,
edition and the notices to mariners affecting the chart from
previous till the latest notice prior publishing to this list. The
list is published by the Hydrographic Department of the Navy every
six months and contains correction to charts for previous two
years. It affects BA Admiralty charts as well as Australian and
New Zealand charts which have been republished with the Admiralty
series.
5. March 15th, a vessel is on a voyage from New York to
Stockholm (Sweden) in the Baltic Sea.

5(a). State the sources of information regarding the current state

of Baltic ice that are available to the Master (i). whilst in Mid-
Atlantic (ii). when approaching Baltic. (Q.3a / March,'95)

(i). Whilst in Mid-Atlantic :-

Ice reports from the CRS.

Navtex.

Ship routeing advisory service (weather reports and facsimile

messages) available from Meteorological Office at Bracknell.

Radio advisory warning reports.

General reference to Ocean Passages of the World and Mariners

Handbook.

(ii). When approaching Baltic :-

General reference should be made to all official publications

which provide ice information and additionally to Baltic Pilot
volumes I / II / III, Mariners Handbook and ALRS volume 3.

Relevant charts of the area and the use of Weekly Notices to

Mariners should be consulted for "T " and "P" notices.

Weather reports and facsimile charts from Meteorological Office at

Bracknell.

Local information from Finish and Swedish Ice Services. These

services also operate ice breakers.

Reports from other shipping outward bound from the Baltic.

5(b). (i). State, where amongst the official publications, the
Master would find details of the Ice Breaker services available in
Swedish waters.

In the appropriate Sailing Directions / Baltic Pilots.

ALRS volumes 6 and 7.

5(b). (ii). State what broad details should be found in these

publications.

Sailing directions :- Navigation regulations includes various

routes, passages, cautions, hazards, pilotage, navigation marks
and landmarks. Coastguard and rescue services, ports, principal
anchorages, repairs, facilities and natural conditions such as
topography, currents, tidal streams, sea swell, ice, climate and
weather.

ALRS volumes 6 and 7 :- includes full procedures for requesting

service, such as name and address of authority, areas covered,
notification required, communication, frequency and limits, and
Ice Breaker position in daily reports. It also gives general
information regarding port operations, Vessel Traffic Management
and Information Services and pilot services.

5(c). State the function of an ice pilot, are they compulsory.

Ice pilot have local knowledge of the area and therefore, is aware
of the concenteration of ice in the area.

Ice pilot have experience in handling ships in ice conditions and

therefore, is an appropriate person for safely navigating the
vessel through ice.

Ice pilot make best use of ice leads as well as Ice Breakers.

The use of ice pilots is not compulsory although in some

countries, certain types of ships will be required to take one. A
master, inexperienced in navigating in an ice area, would be
advised to use the services of an ice pilot.
4. A vessel is navigating in open pack ice with fast ice along
a snow covered coastline. State the advice / orders the Master
should give to the Bridge with respect to the following :-

4. (a). The use of radar to fix the vessel's position :-

Radar scanners may become frozen with ice accretion. Ice particles
adhering to the reflecting surface of the scanner may become
frozen up with ice accretion, thereby reducing radar energy both
inward and outward, and hence reducing the working range of the
radar to six miles or less appropriate to the prevailing
circumstances and conditions.

Concenterated pack ice detectable in all sea conditions at minimum

three miles range.

Leads and openings will not show unless more than 0.25 nm wide.

Carry out long range scanning for associated ice targets.

Continuous radar watch to be kept by second watch-keeper.

Any iceberg detected should be plotted.

In rough sea conditions, sea clutter extends beyond 1 mile and

therefore, radar should be used with caution. In calm seas most
ice formation can be clearly detected.
4. (b). The use of headlands and other topographical features
for visual bearings when position fixing and for cleaing lines.

Headland and topographical features are extremely scarce in ice

conditions.

Geographical position of features are unreliable.

The land could be jetting out due to pack ice formation.

Headlands especially where icebergs have grounded may present them

selves as being larger or more greatly extended than they actually
are and may cause notable error in position fixing by visual
bearing or radar.

Special care should be exercised if using clearing lines /

bearings off such headlands and topographical features as the
clearance may not what really is on the chart.

Topography may not be the same to the one shown in the Sailing
Directions due to the diposition of snow and such features should
not be relied upon due to lack of survey.
4. (c). The use of sectored leading lights as leading lines :-

Windows of the lights may be covered by frost / ice which greatly

reduces sighting and visible range of lights, thereby, making them
unreliable.

Coloured lights tend to diffuse and appear as white sectors. The

lantern glass may have moisture build up due to temperature
changes and could further diffuse light rays.

Snow build up could completely cover the light.

The width of the sector of lights is affected; effect is greatest

with green and weak lights whereas with white lights, the sector
tends to extend.

Due to extreme weather and ice conditons, the lights may be

subjected to failure especially if unmanned and also maintenance
may be difficult.

Hence, sectored leading lights should not be relied upon and

position fixing must be carried out by other means.
4. (d). Upon entering the ice where this cannot be avoided :-

Proceed at slow speed.

Enter ice at right angles to ice edge, if possible.

Main engines on immediate notice and running continuously, either

ahead or astern, to avoid build up round the vessel.

Continuous radar watch to be maintained and detected icebergs

plotted.

Post extra lookouts.

All ice leads and bearings to be reported.

Ballast vessel to immerse propeller and rudder.

Continuous VHF watch maintained on Ch.16

Obtain weather reports.

5. (a). Explain briefly the principle sources of information
used by the Hydrographic Department in compiling and maintaing
charts.

Royal Navy survey ships.

Surveys and re-surveys by Admiralty Hydrographic office.
Surveys by foreign governments.
Information from IHO based in Monaco.
Reports from ship's Masters on H-102 and H-102a as per weekly
notices.
Reports from port and harbour authorities.
Reports from lighthouse authorities (IALA).
Offshore company reports.

5. (b). One of the navigating officer draws the Master's

attention to a features not contained on or at variance to the
chart. Explain giving details the action that should be taken.

Master should ascertain that the chart is corrected upto the

latest weekly notice to mariners.

According to S.I. No. 534 of 1980, any additional information

sighted and which is not marked on the chart should be relayed by
all available means to all the ships in the vicinity.

Master must make an obligatory report by radio or any available

means to (i). all ships in the vicinity, (ii). the nearest coast
radio station, (iii). Hydrographic Department

The message should be in english or by INTERCO; if by W/T,

preceeded by "TTT" and if by R/T, then preceeded by "SECURITE"; in
each case repeated three times.

The information regarding the feature should be filled in the form

H-102 / H-102A, obtained from Admiralty Chart agent or at the back
of the weekly notices to mariners.

The information required would include the following :-

* Ship's name and call sign.

* General location.
* Subject.
* Approximate position (latitude / longitude).
* B.A. chart affected.
* Latest notices to mariners held.
* Publications affected.

These reports are obligatory for Masters of ships registered

in the U.K. and a failure to send such a report is fined upto
500.

It should then be forwarded to the Hydrographer of the Navy,

Ministry of Defence in Taunton (England).
March,'89

3. (b). Draw up a set of Master's standing orders for main

engine failure.
(Q.4b / June,'96)

Inform Master at the earliest and the C/E or D/E, if unmanned E/R.
Maximise use of "head reach".
Plot vessel's position immediately.
Display NUC signals / lights as appropriate.
Prepare for emergency anchoring; have anchors ready for deep water
anchoring.
Advise vessels in immediate vicinity and if in TSS, inform
respective reporting station, if any.
Continuous watch maintained on VHF Ch.16
Keep good watch on the traffic via radar / visual.
Post lookouts.
Establish rate of drift.
Be in contact with the E/R regarding repairs and update Master
accordingly.
Obtain latest weather reports.
4. (a). Give a brief description of Navtex System of
transmitters and receivers.
(Q.5b / November,'94)

Navtex is a navigational telex service developed by IMO, and

broadcasted by means of narrow band direct printing techniques on
the frequency 518 kHz, for the promulgation of navigational,
meteorological warnings and urgent information to ships. It is
incorporated in the GMDSS and is also a component of WWNWS, and is
achieved by transmitters allocated to cover a specific Navtex
area..

Transmitters and Receivers :

The transmissions within each NAVAREA is arranged on a time-

sharing basis to eliminate mutual interference and the power of
each transmitter is so regulated as to avoid the possibility of
interference between transmitters. The transmissions have a
designed range of about 400 nm.

The transmissions can be received by ship's radio telex

installations, but to gain full benefit from the system, a
dedicated equipment is recommended comprising of the following :-
a receiver, fixed tuned to the broadcast frequency;
a printer using 'cash-roll' paper;
a microprocessor controlled message decoder, ensuring that a
routine message already received will not be reprinted on
subsequent transmissions and also the messages will not be printed
unless the received signal is strong enough to guarantee a
reasonable copy;
a whip or wire antenna;
desk or bulkhead mounted and can be self tested.
 Three message priorities are used to dictate the timing of
the first broadcast of a new warning in the Navtex service. In
descending order of urgency, they are :-

VITAL :-
for immediate broadcast, subject to avoiding interference to
ongoing transmissions;
IMPORTANT :-
for broadcast at the next available period when the
frequency is unused;
ROUTINE :-
for broadcast at the next scheduled transmission period.

Both 'vital' and 'important' warnings will normally need to

be repeated, if still valid, at the next scheduled transmission
period.
4. (b). State the type of messages that are broadcast over this
system.

A - Navigational warnings
B - Meteorological warnings
C - Ice reports
D - Search and rescue information
E - Meteorological forecast
F - Pilot service messages
G - Decca messages
H - Loran messages
I - Omega messages
J - Satnav messages
K - Other electronic navigation aid messages
L - Additional navigation warnings
"V"
V - Special services
W - Special services
X - Special services
Y - Special services
Z - No message on hand

NB : Subject indicators "A", "B" and "D" cannot be rejected

by a NAVTEX operator.
5. (b). Current rose charts, vector mean charts and predominant
current charts are all available to the navigator. Describe how
these charts differ and explain the use of each.

NB :- Details of currents can be found in the current atlas,

chart of worls currents, routeing charts and sailing directions.

Current Rose Charts :-

Shows the variability of the ocean currents in the area that it

covers.

The function of the rose is to indicate the degree of current

variability in the region. It is divided into 16 compass sectors
to process the number of observations (current speeds less than 6
nm per day are ignored).

The number of observations is then expressed as a percentage of

the total number of observations, to determine the length of the
arrows.

Each arrow is subdivided to show the percentage frequency of

occurance at various range of speeds in that direction.

The upper figure in the centre of the rose represents the total
number of observations.

The lower figures represents the percentage frequency of the

observations with speeds less than 6 nm per day
 Vector Mean Current Charts :-

Shows the long term displaceent of water in the world oceans by

means of an arrow pointing in the appropriate direction. It
potrays the overall movement of water over a period of three
months to which the chart refers and is also called General
Circulation.

The arrow flows with the current and represents the mean resultant
direction and rate of current; the mean position of the
observation is at the centre of the arrrow.

The figure above the arrow indicates speed, while the range of
values within which the speed falls is shown by the thickness of
the arrow.

The figure beneath the arrow shows the number of observations used
to determine the vector mean.

The vector mean current indicated is the resultant value of all

observations being considered for that area.
 Predominant Current Charts :-

Shows the current which is more likely to be experienced in the

area being considered.

The current direction being indicated by an arrow and its

thickness reflects constancy.

Constancy of the predominant direction is determined as a

percentage of observations in the predominant sector to the total
number in the basic area.

Direction is established by the use of 24 sectors, one of which

will have the largest number of observations in an indicated
direction.

The average rate of the current, in miles per day, is determined

by observations in a predominant sector and is given by the figure
at the tail end of the arrow.

The chart is derived by :-

(a). Observations made for 90 degrees sectors round the

compass and each sector displays 15 degrees from the other, and
totalled.

(b). The mid direction of the sector contains the number of

observations that are made in the predominant direction.
 USES of each chart :-

Current Rose Charts :

Provides local area knowledge to the navigator regarding rates and
direction for the current movement.
Used in conjunction with the routeing charts.

Vector Mean Charts :

Used to establish overall movement of water which are of
considerable value for oceanographic purposes, where net transport
of surface water is required.
Used by the navigator for calculating drifts of objects, such as
icebergs or derelicts, over long periods; the longer the period,
the more likely the drift will approximate to the veactor mean
drift.
Useful in MERSAR operations for long range search engagement.

Predominant Current Charts :

Is the one which is of the greatest value to the navigator as it
gives the general picture of circulation of the currents.
Used extensively when planning an ocean route, to establish
expected progress in conjunction with the predominant currents of
the region. Predominant direction and average rate used with the
knowledge of how much it may differ from the regional forecast.
The predominant current direction is not only the one shown on the
chart but includes all directions 15 degrees on either side of it.

Differences :-

Current Rose Charts : All current observations indicate

current variables.

Vector Current Charts : Overall water movement over three

months period and provides resultant circulation.

Predominant Current Charts : Predominant direction and

average rates.
November,'88

2(b). (i). State the Master's statutory duties on receiving radio

reports indicating that dangerous ice ahead on the vessel's track.

As per SOLAS requirements, the Master of every ship, when

ice is reported on or near his course, to alter course to pass
well clear of danger zone and proceed at moderate speed at night.

3(c). Describe, briefly, any other reporting system with which you
are familiar.

INSPIRES (Indian Ship Position and Information Reporting

System) :-

Mandatory for all merchant vessels including coastal and fishing

vessel's of more than 300 GRT.

All other vessels are encouraged to participate.

The purpose of the system is to provide for SAR operations vessel

traffic management, weather forecasting, and the prevention and
containment of marine pollution.

The sea areas covered under the system are as follows :

(1). Indian - Pakistan border at the coast;
(2). 12 00 North, 63 00 East;
(3). African coast at 12 00 North;
(4). African coast at 10 30 South;
(5). 10 30 South, 55 00 East;
(5). 30 00 South, 55 00 East
(6). 30 00 South, 95 00 East and northwards to the coast.
There are four types of messages (all messages with ship's name
and call sign) :

Sailing Plan : sent prior to sailing or after sailing within

INSPIRE's area.
To include the following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;
- Port of departure;
- Port of destination;
- ETA at destination;
- Route;
- Sailing draft;
- Cargo details;
- Number of persons on board;
- Ship size and type;
- Ship's agent.

Position Report : sent every 6 hours or according to the

schedule listed in ALRS vol.1 (part 1). To include the
following :-
- Date and time;
- Course and speed;
- ETA to destination;
- Time of next report.

Deviation Report : sent when changing reported route or when

estimated position varies significantly. To include the
following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;
- Port of destination.
 Final Report : sent on arrival at destination or when
leaving the INSPIRE's area. To include the following :-
- Date and time;
- Position (latitude / longitude);
- Course and speed;

Messages accepted by the Indian Naval Communication Centre

(COMCEN), Mumbai (VTF) and Vizag (VTO).

INTERCO may be used where language problem exist.

June,'88

2. A ship is to call at a port where underkeel clearance will

be of concern. Neither the Master
previously visited the port.
Explain how the information
used to assess the possibility of
the charted depths.
nor the navigating officer have
on the navigational chart may be
lesser depth occuring between

Largest scale chart of the area must be used.

If Admiralty chart unavailable, then get a foreign chart.
The section of the scale must be equal to the area surveyed.
The chart must be of the latest edition.
The chart must be corrected to the latest weekly notices to
mariners.
Source data diagrams show the dates of the survey being carried
out and area covered.
Charts based on older surveys may be expected to have changes
within the 20 metres contour.
Not necessarily all dangers can be scanned by the modern equipment
used for syrveys.
Check for notes on caution.
Shifting sea banks and nature of seabed should not be trusted.
Refer to Sailing directions, Guide to port entry, ALRS, tidal
stream atlases and tide tables.
Contact port control by telex and obtain any latest chart update.
Passing over wrecks should not be considered unless they are wire
swept.
Allowance should be made for the waves and swell as they affect
the UKC; use echo sounder.
Underwater pipelines reduce depth of water.
Doubtful soundings should not be relied upon.
Refer to Annual Summary Notice no. 1, 15 and 15A.
3(b). Give a brief account of how the advice on the chart 5500,
can be used by the Master of a VLCC inward bound through the
English Channel towards Europort.

The Master of the VLCC should plan his passage through the
English Channel as per the recommendations given in 5500 (section
4) which gives information regarding details and dangers for a
deep drafted vessels bound for Europort.

When eastbound, a deep drafted route is shown on the

passage plan chart for Europort. Details regarding the squat that
is likely to be encountered on different leg during the passage is
shown. It also recommends the use of "deep draft" passage
planning guide which is published by the Netherlands Hydrographic
Service.

The passage planning guide also gives details regarding

ETA's to be sent by deep drafted vessels before passing the Dover
Straits and ascertaining that normal conditions exists. Also that
deep draft vessels should not transit Dover Straits without an
operational radar and Decca.

(Section 2) gives details regarding pilot boarding points

for deep sea pilots when bound for Europort. Information regarding
Tidal ranges and Co-Tidal lines are given in this section to
ascertain the state of tide.

In addition, all reporting points (MAREP) are depicted on

the chart including stations for reporting and the information to
be reported.
Miscellaneous

Q. Meteorological Routeing Information :-

Surface Synoptic Analysis Chart provides illustration of the

existing conditions at the proceeding synoptic hour, and shows
position of isobars and other synoptic detail such as fronts,
trough, etc. It may also include ship and land reports.

Surface Prognostic Charts provide a projection of synoptic

conditions ahead in time and cover periods of 12, 18, 36 and 72
hours.

Change of pressure charts show isobaric lines i.e. lines

joining places of equal pressure. These charts help to forecast
movement of depressions.

Wave Charts show sea analysis and isopleuths of constant

wave height together with the direction of wave groups indicated
by arrow. Prognosis charts can be produced from this information.

Ice Charts show the amount and boundaries of icebergs, pack

ice and leads for selected areas eg. NW Atlantic and Gulf of
Lawrence.

Upper Air Charts are use by shorebased meteorologists to

obtain information on the movement of depressions and other
expected weather conditions. They include factual charts of :-
(a). constant pressures providing analysis and prognostic
detail;
(b). cloud thickness charts;
(c). wind force and direction for upper levels.

Nephanalysis Charts are satellite information charts

providing information on cloud patten and cloud thickness,
thereby, assisting in the identification of meteorological
features like TRS.

Hindcast Charts (refer page 43)

Q. What all is included in a "chart outfit" ?

A chart should include the following publications :-

Standard Admiralty chart folios or selected charts made up into

folios as required.
Chart correction log and Folio index.
Weekly Notices to Mariners.
Annual Summary of Admiralty Notices to Mariners.
Chart Catalogue.
Chart 5011; Symbols and abbreviations used on Admiralty charts.
Admiralty Sailing Directions.
Admiralty Lists of Lights and Fog Signals.
Admiralty Lists of Radio Signals.
Admiralty Tide tables.
Tidal Stream Atlases.
Mariners Hand Book.
The supplier of the outfit will state the number of the last
notices to mariners to which it has been corrected.
Q. Correction to charts :-

The Navigation Officer is responsible for correction to all

charts.

Charts must be corrected under CHART MANAGEMENT SYSTEM.

Working charts to be corrected first and last correction noted by

consecutive number.

No erasures or the use of tippex / snow paint is allowed on chart.

All new charts and new editions to be ordered and logged on board
prior to the vessel sailing.

Any missing or damaged chart must be reported to the Master.

All corrections to be recorded in CHART CORRECTION LOG.

Corrections must be made in accordance with the weekly notices to

mariners.

All blocks should be applied so as not to cause distortion (paste

chart and not the correction block).

Corrections to be made in ink.

Temporary and Preliminary corrections to be made in pencil.

Cumulative list to be consulted and used in the correction of

charts.

All navigation warnings from whatever source, relevant to the

chart should be noted on the chart.

A folio system should be employed and maintained with respect to

recommendations of the Mariners Handbook (NP-100).
Q. Correction to publications :-

The Navigation Officer is responsible for ordering and maintaining

the ships statutory publications.

All new publications and new editions must be ordered and received
on board prior to vessel's sailing.

Annual publications, eg. Nautical Almanac, must be ordered well in

advance of their operational date so that the vessel is not left
without current navigational information.

Sailing Directions must be corrected upto and inclusive of the

latest supplement.

Admiralty List of Lights and Fog Signals must be corrected upto

the latest weekly notices by the junior navigation officer.

Admiralty List of radio Signals must be corrected upto the latest

weekly notices by the communication officer.

No erasures or tippex / snow paint should be made in all official

publications.

An upto date list of publications is to be maintained on board

together with a correction log of all corrections applied.

Any missing or damaged publications must be reported to the

Master.

Weekly notices to mariners to be retained on board for a minimum

period of two years.

Publications should be retained on Bridge and not removed without

the express permission of the Master.
Q. State the sources of information to ascertain chart
reliability and lesser depth.

(1). Local navigational warnings.

(2). Port authorities.
(3). Pilots for local knowledge.
(4). Ship's echo soundrer.
(5). Weekly notices (T & P).
(6). Annual Summary Notices 1, 15, 15a.
(7). Old log books.
(8). Outward bound shipping.
(9). Port plans on small scale charts.
(10). Sailing directions and supplements.
(11). Charted cautions and special notes.
(12). Local agents.
(13). Admiralty Tide Tables.
(14). Co-tidal / Co-range charts.
(15). Navtex.

Charts are not infallible, and the scale cannot cover every
depth in total. Depth contours will also be affected by
topographic changes.
Q. Discuss in general terms the realibility of navigation
charts.

May be incomplete, either through imperfect surveys or alterations

in topography.

Date and methods of survey not being as dependable because the

measuring instruments previously employed were not as accurate eg.
lead line compared with electronics.

Alterations occur subsequent to the time of survey.

Sea bottom may also be unstable and not present a correct

representation as per old surveys.

Paper of chart may have some distortion when being printed from
various causes.

Magnetic variation will change with the passing of time.

Extreme caution should be exercised with the use of small scale

charts and mariners are continually advised to use the largest
scale chart available.
Q. Discuss in general terms the activity of the navigator when
constructing an Ocean Passage Plan.

Collate all information following a comprehensive appraisal of

relevant publications and charts for the effective voyage.

Obtain all meteorological data which could effect the respective

routes for the season and the areas.

Note recommendations from the Ocean Passages of the World and the
Routeing Charts.

Lay of recommended routes and tracks on consecutive charts (use

chart catalogue for order and scale).

Check safety features on routes and that the vessel's

characteristics are applicable ie. ice class, deep water, etc.

Assess ETA and voyage economics, fuel consumptions, etc.

Include contingencies in planning.

Q. Explain the Electronic Chart System.

Types of Electronic Chart Systems (ECS) :-

ECS equipment which displays electronic charts but does not

and will not satisfy the SOLAS requirements to carry a full set of
Navigational Charts (includes all systems using Non Official
Data).

Raster Chart Display System (RCDS) is a system capable of

displaying Official Raster Charts and meets the minimum standards
on performance.

Electronic Chart Display and Information System (ECDIS) is a

navigation information system that employs Official Vector Charts,
displaying software and hardware that complies with ECDIS
performance standards . ECDIS will satisfy the SOLAS requirements
on the carriage of charts.

Two categories of Electronic Charts :-

Official - one which is kept fully updated by or on the authority

of a national Hydrographic Office.

Non Official - describes an electronic chart which has been

derived by a commercial company from the data owned by NHO's. They
are not endorsed by the Hydrographic Office nor are they in any
way guaranteed in quality.

Construction :-

Raster Data - is produced by the scanning of the paper chart.

Vector Data - is obtained by digital capture of individual charted

objects, based on geographical positions. These objects can then
be stored in a data base and customized to navigate needs.
Q. List the main considerations taken into account by Ship
Routeing Services when routeing ships in the North Atlantic.

The safety of the ship, passenger, crew and cargo.

The dangers of ice, fog and storm regularity.
Speed and past performance of the vessel.
Classification of the vessel (eg. ice strengthened).
Master / company / charteres preferences.
Projected weather for the time of the voyage.
Proximity of the hazards.
Endurance and bunker capacity.
Prognosis charts of wave heights.
Recommendations from Ocean Passages, Routeing charts and other
publications.
Economics from cargo - sensitive or special requirements eg. for
coal, surface ventilation.
Q. Radar Plotting Analysis.

Complete the plot and prepare a radar report. (course, speed, CPA,
TCPA, aspect).

Observe all options and alternatives (stop, reduce / increase

speed, altering course port / stbd, astern or combination and long
range scanning).

Is the action legal as per COLREGS.

Is the action safe and substantial to produce an adequate CPA.

Why was the action taken and what will be new consequences ?

Will the action taken result in a new close quarters situation

developing ?

Q. State and explain what errors could be anticipated when

radar plotting.

Errors in Bearing :-
When taken on Relative Motion display, error can be upto +/- 2
degrees.
If the display is stabilised, a greater accuracy is obtained.
Time interval errors may be incurred with some electronic cursors
which are difficult to align.

Errors in Range :-
Range errors depends on quality of equipment.
Maximum value of error 2.5% of range scale in use; 5%, if set is
old.
Larger percentage of error incured if target is slow moving,
making the plot inaccurate.

Own vessel data is incorrect :-

Wrong input gives rise to large errors in course and speed of
target estimates.
Maintain continued check on own vessel's performance for course
and speed.
Increased plotting interval frequency would reduce errors in the
CPA.
 Errors in the timing of plot interval :-
Human error.
Plotting at irregular intervals through lack of concentration and
interpretations.
Plot is unreliable.
Increase number of plot intervals.

Incorrect interpretation of target data :-

Human error.
Plot unreliable.
Requires closer monitoring with increased plotting intervals.
Daytime / visual plotting and interpretation should be carried out
as a means of onboard training.
Good weather plotting as well as foul weather.
Q. State the contents of Summary of Annual Notices to
Mariners.

1. Admiralty tide tables - Addenda and corrigenda.

2. Suppliers of Admiralty chart and publications.
3A. Official messages to British flagged Merchant ships -
GBMS.
3B. Official radio messages to Merchant ships - The allied
MERCOMMS
System.
4. Distress and rescue at sea - Ships and Aircrafts.
4A. Distress and rescue - ships position and reporting
system.
4B. AMVER
5. Firing practice and exercise areas.
6. Former Mine Danger areas, swept routes.
7. UK and USSR (former) - Mutual safety procedures for
Military units.
8. Submarine information.
10. Minelaying and mine counter measures exercises.
11. North Atlantic Ocean weather ships.
12. National claims to Maritime Jurisdiction.
13. World-Wide Navigation Warning Service and World Meteo
Organisation.
14. Availability of Notices to Mariners.
15. UK allowance.
15A. Negative storm surge.
16. Protection of Historic and Dangerous wrecks.
17. Traffic Separation Schemes.
17A. Ship reporting system - (AIRS) Automatic Ship
Identification and
Reporting System.
18. Carriage of Nautical Publications.
19. Satellite Navigation system Position and BA charts.
20. Protection of Offshore installations.
21. Canadian Charts and publication regulations.
22. US Navigation safety regulations relating to
Navigation charts and publications.
Q. Type of crafts requiring "wide berth".

Convoys of warships or merchants ships; take early action.

Ships or aircrafts - courses are determined by wind.
Survey ships (may show IR); towing underwater; cables- 3 nm long.
Seismic survey vessels - may be encountered without warning alone
or in company of other craft; often keep radio silence and may
use morse.
Submarines and escorts signal - "NE2", pyrotecnics and smokes.
Mine clearence vessels or mine counter activity clearence atleast
1000 metres; may have small boat activity, ball-diamond-ball,
divers and controlled explosions.
Vessels undergoing speed trials signal - "SM". Sharp manouevres
180 degrees turn.
Vessels constrained by her draught; take account of available
depth and width of channel. Definations of CBD vesssel - width of
panama canal.
Hovercraft / air cushion vessels; high speeds 80kts and high noise
level, may not hear sound signals.
Flexible Oil Barges (dracones) nearly submerged are 20 - 60 mts in
length.
Incinerator vessels; smoke and flames are from distress; pass to
windward if possible, may be shown on chart.
Any other as per regulations eg. fishing vessels.
Q. Small Vessel Engagement :-

Establish and confirm communications.

Provisional rendezvous position established, clear of
obstruction / traffic.
Confirm command authority (Master or Pilot)
Negotiate forward plan.
Manual steering.
Maintain visual contact.
Clarify engagement detail / method and operating speed.
Note charted areas for UKC and squat, and possible areas of
interaction.
Inform engine room of progress.
Update operational details to all concerned parties concerned as
appropriate.
Log all activities.
Maintain effective lookout.
Monitor ships position continually.
Allow for currents, interaction and weather.
Obtain revised weather information prior to engagement.
Q. Hazards to Pilots :-

Rough sea conditions.

Excessive speed of parent vessel and subsequent interaction.
No "lee" provided or bad station holding by parent vessel.
Physical faults :
Ladder to high / low.
Ladder in poor repair.
No illumination.
Badly secured ladder.
Strong currents need steerage way.
High freeboard additional facilities required; accomodation ladder
or Pilot hoist and ladder.
Position of ladder - outfalls, obstructions, etc.
Poor supervision eg. hoists.
Small boat dangers - swamping, collision, unfended launch and
interaction.
Q A vessel is about to approach a pilotage station. Describe
the actions of the Bridge team to ensure that the pilot is
embarked safely and the ship is not stood into danger.

Bridge Team : Master, OOW , lookouts, helmsman, radar navigator.

Approach : Communicate with the pilot station atleast 1 hour

before embarkation of the pilot and obtain ladder details and
local weather details.

SBE and Master alerted : Bridge placed on alert status, manual

steering engaged, lookouts doubled and briefed, and ladder rigged
correctly.

Passage plan and approach revised in the light of weather update,

UKC, route outward considered prior to entry, once pilot embarked.

Land marks and position fixing criterior identified, navigation

instruments checked, engines tested and speed reduced in plenty of
time to operate safely.

Echo sounder 'ON', anchors cleared and position continually

monitored by OOW.

Navigate fixing by altitude methods. Radar observer operating

anti-collision mode at 6 nm.

Correct signals displayed (daylight) and illumination by night.

Log book and movement record book maintained.

Contingency plan adhered too and emergency anchorage position
determined.
Q. Navigation when towing :-

Plan route in advance.

Contingency - bad weather.
Towline suitable and of adequate strength.
Designated Tow Master (To check towline and securing).
Secondary tow and /or tow recovery following loss of tow - buoy.
Correct navigational signals.
Watertight integrity of towed vessel confirmed prior to sailing.
Tow - deck securings confirmed.
LSA for tow, if manned.
Coastguard / Coast Radio Stations informed - "Urgency" signal, if
tow is a hazard.
Prior to departure - Tow Master and another Master to inspect the
towline arrangements.
Log all activities.
Check communications between tug and tow.
Obtain updated weather reports.
Q. Calling the Master :-

If restricted visibility is encountered or expected.

If traffic conditions or movements of other ships are causing

concern.

If difficulty is experienced in maintaining course.

On failure to sight land, a navigation mark or obtain soundings by

the expected time.

If, unexpectedly, land or a navigation mark is sighted or change

in sounding occurs.

On the breakdown of the engines, steering gear, or any essential

navigational equipment.

In heavy weather, if in any doubt about the possibility of weather

damage.

If the ship meets any hazard to navigation, such as ice or

derelicts.

In any other emergency or situation in which the OOW is in any

doubt.
Q. List the problems encountered when transiting Straits of
Megallan.

The dangers and difficulties faced are the same as those

experienced in narrow channels and harbours i.e. close proximity
of shore and other traffic leading to interaction. These are
aventuated by the prevalence of bad weather and by the generally
foul rocky characters of the anchorages.

Very strong cross tidal streams are not uncommon features

and thus, vessel should have good manoeuvrability at all times.
Many vessels use the straits and therefore, there is a risk of
meeting another vessel simultaneously with one of the violent and
unpredictable squalls which are very common in these areas. Since
the straits are narrow in most parts, it is very difficult and
mostly impossible to seek a shelter.

In bad weather east bound vessels may find it difficult to

make landfall which is very essential before a vessel enters the
straits. Also, tidal streams in the east part of the straits are
less favourable to a east bound ship.
Q. Swell in the South Atlantic :-

Zone 1 : 0 ~ 20 Degrees :- Slight to moderate swell rarely

heavy from SE in the east part of the zone, and from between SE &
E in the west part.

Zone 2 : 20 ~ 40 Degrees :- The swell is mainly moderate but

heavy at times. In the east part, it is from S, and direction is
variable in the west part. With high proportion from between NE
and N, reports of confused swell are frequent.

Zone 3 : 40 ~ 60 Degrees :- Mainly moderate but sometimes

very heavy in the extreme South. Throughout the year, worst
conditions between 40 ~ 50 degrees South. Heavy swell is present
during 30% to 70% of the time between 50 ~ 60 degrees South. Most
of the high seas and swell appear to be raised by the Westerlies.
Q. Bridge Team Search Pattern Orders :-

Navigator : Note CSP, plot datum and search area limits (if
known), plot alteration course points and monitor ship's position
by alternative fixing method.

Engine Room : Speed to be reduced during search period,

according to visibility, sea state and weather conditions.

O.O.W. : Double watchkeepers, radar operator, long range

scanning, lookouts, reliefs, record and logs, traffic and VHF
listening watch.

Radio and Communications Officer : Standby, transmit search

results progress reports and debriefs to OSC or CSS. Listening
watch over operating frequencies.
Q. Whilst proceeding to a distress what preparations as a Chief
Officer would you make ?

Prepare hospital to receive casualties.

Plot rendezvous position and possible search pattern.
Standby Radio Officer to establish communications.
Pass own position and details with relevant SAR operation update
to RCC.
Prepare rescue boat and emergency crew.
Obtain current and weather situation.
Highlight navigational dangers to own ship.
Maintain own ship at operational standard.
Navigate on manual steering.
Obtain update on target information.
Note activities in the log book.
Maintain internal and external communications.
Breif operation personnel, OOW, boat coxwain.
Rig guest warp.
Plot positions and prevailing currents and estimate drift.
Post lookouts high, when area is entered.
Provide information to engine room and advise standby and
manoeuvring speed.
Radar operational at various ranges; long range scanning and
plotting on-going.
Advise owners/agents and reschedule ETA.
Update RCC.
Q. SAR - Mission Co-Ordinator Duty :-

Obtain all data on emergency.

Ascertain type of emergency equipment carried by distress craft.
Obtain update on weather /sea conditions.
Locate shipping in search areas.
Plot search areas and methods
Maintain radio listening watch.
Allocate radio frequencies.
Designate OSC and CSS.
Despatch delivery of survival supplies to survivors.
Maintain record of events.
Record results of searched areas.
Monitor SAR units engaged eg. helicopter flying hours, etc.
Q. Advantage of participating in a ship reporting system :-

A continuous plot and record of vessel's movement is obtained.

Mutual assistance from other ships can be obtained quickly in the

event of emergency.

More resourses from additional vessels in the areas are available.

AMVER is a voluntary organisation and is a "free "service from the

USCG (charges now made by UK).

Locations and communications are regular and continually

available.
Q. Standing orders for checking / testing bridge and navigation
equipments.

The duty officer shall test all bridge and navigational equipment
atleast 1 hour before sailing.

The duty engineer should standby to sight the testing of the

steering gear in the steering flat.

Steering gear must be seen to reach "hard over" positions to port

and starboard with each test both at the bridge site and steering
flat.

Any defects whatsoever, in any of the tested equipment should be

reported to the Master.

Any entry to the fact that the gear has been tested, should be
inserted in the log book, together with any defects experienced.

Once bridge equipment has been tested, the Master should be

informed.

Prior to turning the propellor, the duty officer should visually

sight that the water around the propellor area is clear of
obstructions.

Once bridge equipments have been tested, it should be left in

standby condition or operational mode and not switched off.

Special attention should be made to compare gyro and magnetic

compasses during the testing of the bridge equipment.

Gyro and magnetic errors to be recorded in the Gyro log book.

Q. Standing orders by Master to the bridge team for passage
through an ice region.

Call Master, if in any doubt or other emergency situation or

Company's rule.
Continuos lookout by the OOW, and additional lookouts posted one
on foc'sleand one at a high point (crows nest).
Two Radars operational and continuously monitored but not solely
relied upon.
Weather conditions must be continuously monitored, and ice report
updates followed up.
Advise Master if changes in sea state observed.
Observe sea temperature, atmsopheric pressure and ship's position.
Report all forms of ice sightings to Master.
In case of restricted visibility, inform Master immediately and
observe Rule 19 of COLREGS.
Observations of any ice blink to be reported.
Note ice signs and wild life.
Engines down to manoeuvring speed.
Keep vessel on manual steering.
Use search lights as necessary.
Update weather reports from Navtex and other sources.
Keep navigational lights "ON."
Keep echo sounder "ON".
Maintain VHF listening watch.
Log down all events.
 OFFSHORE INSTALLATIONS

Working boat Operations

Type and functions :-

Stand-by vessel : must be within 2 nm; primary function to

save life.

Offshore Supply vessel (OSV) : cargo carrying capacity for

mud, cement and fresh water; anchor handling is optional.

Diving support vessel (DSV) : specially equipped for safe

diving operations as per 1983 guidelines; moon pool and
decompression facility.

Anchor handling : multipurpose safety boat, supply ,

firefighting, etc.

Rapid Intervention vessel: (RIV) : safety of life, survivors

have to be recovered from leeward side, and fire fighting from the
windward side.
Q. Offshore zone navigation (North Sea and Gulf of Mexico) :-

Master conning the vessel.

Manual steering.
Recommended routeing followed.
Safety zones observed (minimum 500 metres), practically 2 nm.
Radar set on anti-collision mode.
Lookouts briefed / traffic density.
Frequent position monitoring.
Safe speed for overall conditions; Rule 6 COLREGS adhered to.
Engine room manned, vessel ready in all respect.
VHF listening watch.
Continuous weather and visibility monitoring.
Anchors available.
Correct lights and shapes displayed.
Largest scale chart in operation.
Movement / Log book completed.
Q. Navigation in proximity of rigs :-

Master - con a vessel.

Safety zones - 500 metres.

Anchors - moorings and slant drilling techniques, project wells

into navigational areas.

Increased traffic density in the areas - DSV'S, storage tankers,

transfer vessels, supply boats, drill ships, semi - submersibles,
anchor handling, etc.

Recognition of rigs - navigational lights normally all round

(white), 15 metres apart, riglight (red) each corner (2 nm). All
lights flash "U" fog signal, morse , 30 seconds for not less than
2 minutes interval.

Helicopter activity in the area.

Fairway and seperation schemes in operation. - monitor position

continuosly.

Echo sounder - must be kept "ON".

Q. Preparation before entering an ICE :-

An adequately powered ice strengthened ship should be able to make

progress through 6/10 to 7/10 first year ice.

The engines and steering gear of any ship must be reliable and
capable of quick response to manoeuvrability orders.

The navigational equipment should be reliable and maintain radar

at peak performance.

The vessel should be ballasted and trimmed to keep propellor

submerged; but care must be taken as excessive trim can spoil
manoeuvrability.

Ballast and fresh water tanks should be kept not more than 90%
full to avoid risk of damage due to freezing of water.

Good search lights must be available for night navigation.

The first principle of safe navigation through ice is to maintain

freedom of manoeuvre. Once the ship becomes trapped, it starts
drifting with the ice.

The three principles to be kept in mind during an ice transit

are :
Keep moving even if very slowly.
Work with ice movement and not against it.
Excessive speed leads to Ice damage.

Try to determine the type, thickness, hardness, floe size and

concentration of the ice.

Ice should never be entered if an alternative route is available.

Consideration should be given to Time of the Year , Temperature

and weather.

Area of operation.

Availability of Ice breakers.

Vessels Ice class in relation to the type of ice expected.

State of the hull, machinery and equipment, and quantity of

bunkers and stores left.

Draft and depth of the water over the propellor tips and rudder.

Ice experience of persons incharge of bridge.

The ice should be entered from leeward, if possible, as wave

actions are less on leeward side.

The ice edge often has bights seperated by projecting tongues. By

entering at one of the bights the surge will be less.

Ice should be entered at very low speed and at right angles to the
Ice edge to receive the initial impact and once into the ice,
speed should be increased to maintain head way and control of the
ship.
 Ice information in South Atlantic :-

ALRS vol. 5 (for facsimile charts and ice forecasts.)

Routeing charts.
Climatic charts.
US marine Climate Atlas of the World.
US pilot charts - Monthly weather hazards.
Q. Instructions to OOW for Ice Convoy :-

Prepare the following details for communications to

commander of Ice Breaker :-
Length of own vessel.
Turning radius.
Loaded tonnage.
Draught.
Maximum speed.

Inform OOW of the ship's position in the convoy in relation to Ice

Breaker command vessel.

State distance required between ships; may change on instructions

from commander. Greatest benefits at 150 m from Ice Breaker.

Distance must be such as to allow vessel to stop without

collision, if so ordered.

May receive orders to go astern; if so respond immediately and

adjust speed to suit that of the convoy throughout.

Check towing arrangements prior to commencement of convoy.

Use full communications including International Code of Signals.

Monitor position and progress; lookout maintained and a man

standing by.
Q State the actions of the OOW on sighting fast ice, first
year ice and ice cakes ahead.

All ice is dangerous to navigation and should be reported to

Master.

The OOW should alter the course away from the immediate danger in
accordance with SI No.534.

Subsequent actions :-

Plot the position of the Ice, observe and note description.

- Estimate size of the ice cake.
- Take care when position fixing with fast ice.
- Avoid totally if possible - unlike brash ice.

Engine room on immediate standby, if not already on this position.

Post extra lookouts and breif them regarding ice sightings and
recognition.

Revert to manual steering.

Obtain latest Ice reports and compare with chart limits.

Reduce speed and approach with extreme caution, if unavoidable.

Keep Master informed of the progress.

Q What actions would you take if 7/10 pack ice was sighted
ahead of your own vessel ?

7/10 pack ice is considered that level where drift ice becomes
known as pack ice or more.

Upto this level, navigation is still an available (practical)

option. Investigation must include radio information concerning
limits and open water considered navigable.

Go for an alternative route, if possible.

Navigation must be considered only if the vessel is ice

strengthened Class 1A*. Navigate with extreme caution; use any
leads if proceeding, and keep moving.

Convoy or Ice breaker assistance would be useful.

Q. ICE BREAKERS AND REPORTING SYSTEM :-

Baltic sea :

Baltic ice code used - given in ALRS vol 3.

Ice breaker signals used by Danish, Norweigian, or Swedish Ice

breakers.

Daily Ice reports in Baltic is given by KIEL COAST RADIO STATION.

Danish Ice Breaker service - Kobenholm.

Swedish Ice Breaker service - Stockholm.

Swedish Ice breakers broadcast their position daily (ALRS 3).

Vessel to get into contact with Ice breaker as soon as possible

and also report to nearest CRS or signal station.

Wait in open water for Ice breakers.

Daily Ice reports also state where compulsory reporting of ship is

necessary.

In case of ice accretion being experienced, vessel to contact

Swedish CRS immediately.

Ice reports broadcasted by Swedish, Danish, German, USSR CRS.

The Ice breaker decides if a vessel has to be taken into a tow.

Ice breaker's give a rendezvous position, route and order a convoy
.

Maintain a continuos radio watch.

Air craft may be used to assist in Ice services.

Request for an Ice breaker should include the following :-.

Name, nationality and call sign.

Tonnage, draft, engine power and year built.

Ice Class, cargo quantity, destination, ETA of Ice waters,

signals from Ice breakers on to be immediately repeated by each
assisted vessel in turn begining with the one nearest the Ice
breaker on vessel making the signal.

Position fixing in Baltic :-

Decca reliable
Loran only skywave recption.
Radio beacon are numerous; Direction Radio beacon also available.
Radar beacon (racon) on, fitted to light houses, light structures
and landfall buoys in approach to ports (ALRS volume 3).
Q. Weather routeing has been classified into 3 types :-

Climatological Routeing : is following the standard route

recommended for a particular season. Such routes are described in
the Ocean Passages of the World, Admiralty Sailing Directions and
Routeing Charts.

For this type of routeing the best value obtained is some

trade wind areas and in the Indian Ocean and South China sea when
the occurence and behaviour of the monsoon are very regular. For
most other regions, weather over short periods does not always
confirm to the seasonal pattern which afterall is only an average.

Strategic Routeing : is planned for one particular voyage.It

is based on the latest weather analysis; 3 to 5 day forecast
chart. Some idea of the furhter outlook and seasonal probabilities
are also taken into consideration.

An important consideration in route selection is the

location of the track along which the storm tracks, rather than
the displacement of the storm along the track.

Tactical Routeing : is described as making temporary

departure from the route planned and is made according to
developments in the synoptic situation. It is based on weather
maps, wave height analysis and prognosis, 12 to 24 hours forecast,
gale warnings etc.
Q. State the contents of the Chart 5500 (Mariners Routeing
Guide to English Channel and North Sea).

Passage Planning : Advice is given on the aspects of

appraisal, planning, execution and monitoring of the vessels
progress with particular attention to use of a 'sea pilot'.

Routeing : General Recommendations regarding extensive TSS

in operation through the Dover Strait and prominent focal points.
Masters are advised of their legal obligations under COLREGS rule
10(b) in section (2) of the chart.

Routeing : Specific Regulations such as ships over 300 GRT

should be fitted with electronic position fixing equipment.

Passage Planning : Special classes of vessels such as

tankers and ships carrying dangerous cargo, and deep draught
vessels and those bound for Europort.

Oil and dangerous cargo : This section contains a list of

oil and noxious substances that require to be reported under EC
Regulations.

Radio Reporting System (through traffic) : Detailed

information is given regarding MAREP ship movement and reporting
method adopted in the Channel.

Radio Reporting Procedure to a port of destination :

Describes the requirement of reporting under UK and French
Regulations, and the contents of the report.

Maritime Radio Services : Details of stations, frequencies

and the times of transmission of specific messages including
navigation warnings, weather reports and storm warnings. Details
of Navtex service is also included.

Radio Beacon Service : Includes illustration of radio

beacons and their groupings, together with effective range,
frequency, service being offered and station identification.

Tidal information : Offshore tidal data with an illustration

/ example of the use of co-tidal and co-range lines.

Pilotage service : Boarding information and details of

request for deep sea pilots for respective ports and the relevant
communications required.
Q. Monthly Routeing Chart :-

The title of the chart reflecting the coverage area, specific

monthly period that the chart refers to, together with the scale
for a given latitude for which the chart potrays.

The date and number with the monthly consecutive number, and the
last correction found in the lower border.

Main shipping routes and distances between principal ports are

indicated as black track lines.

Limits of Loadline Zones indicated with specific date and

latitudes, and are presented in pastal colours :-
Tropical Zone - light green;
Summer Zone - light pink;
Winter Zone - light blue.

The extreme iceberg limit is presented by a broken line in a pale

red colour :
----+----+----+----
Maximum limits of pack ice are shown in the same colour but
with a distinctive broken line pattern :- ____..____..____..____

Ocean currents are presented in 'green' and reflect the

predominant direction of sea-surface currents for the quarter year
prior to the monthly date of the chart.
Constancy being indicated by presentation of lines :
25% - 50% - - - - - ->
51% - 74% --------->
75% - 100% ======>
Where insufficient observations are made, the probable
direction is shown as following : .....

Baile wind rose (refer page 108)

Meteorological Information is also presented by a number of

smaller insets into the chart and include information on :
(a). Percentage frequency of winds, beaufort force 7 and
higher.
(b). Mean air temperature degree F and mean air pressure in
millibars.
(c). Mean sea temperature degree F and dew point
temperature degree F.
(d). Percentage frequency of low visibility of less than 5
miles and percentage frequency of fog, where visibility is less
than 0.5 mile.

Prominent geographic places and landmarks are indicated with sea

passages and respective course alteration points.
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