SET NO: 1

Q-1: On 5th March 2005 at 1200 local time a vessel is expected to depart from Port
Elizabeth (South Africa) to arrival to Melbourne (Australia) with a general average
speed of 12.5 knots.
Departure Position Lat 34º 05´S Long 026º00´E
Landfall Position

Question no 1: List in general terms the reliability of navigational chart. When

transferring position from one chart to another how would you instruct junior
officer to ensure that operation was carried out correctly?
Ans:
• 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.
b)
Question no 2: What geographical positions are most favorable for the formation of
tropical revolving system? What options are open to a master of the vessel when a
TRS is forecasted to pass over a port when the vessel is berthed?
Ans:
2nd part:
In the event where a severe typhoon is imminent, the options open to Master
are as follows:
1) STAY IN PORT
2) PROCEED TO STORM ANCHORAGE.
3) PROCEED TO OPEN SEA

STAY IN PORT:
Hazards:
1) The moorings will part due severe storm surge.
2) Banging the vessel against the Quay wall and other ships
3) Due to huge swell, the vessel may touch the bottom of the sea bed.
4) Storm surges.
5) The vessel may be pushed to the land.
6) Severe structural damages
7) Non-availability of pilot if condition gets worsen and if vessel decided to
proceed to sea.
8) Non availability of tugs.
9) Damage to the engines.

Precautions:
1) Double or triple up on all moorings to secure the ship with as may lines
as possible. A variety of bights, long drifts and double springs might be
considerable appropriate.
2) Close up and batten down all hatches. Sea upper most continuous deck
but ensure that scuppers and freeing ports are clear to shed any slack water.
 3) Request a clear berth away from the dockside cranes and other similar
quayside equipment. Alternatively request that the dockside cranes are moved
clear of the ship’s vicinity.
4) Place main engines in stand-by and have full engine power available
before storm approaches
5) Have additional fenders rigged, between the hull and the quay side.
6) Ensure that all derricks / cranes are secured.
7) Additional lashings on deck cargo. If heavy lifts are stowed inside
hatches, additional lashings to be taken for them
8) Secure the gangway.
9) Remove free surface effect either by pressing up or pumping out slack
tanks.
10) Increase draught of the vessel, (depth of water permitting).
11) Requires a pilot stand-by or ensure the availability of a standby pilot.

Advantages:
The only advantage of this option is that it provides storm shelter for the crew.
This option is not an ideal one unless the port is a sheltered haven.
PROCEED TO STORM ANCHORAGE:
The second option for the Master is to proceed to the storm anchorage. Some ports
have a designated storm anchorage – Hongkong does have one.
Hazards:
1) Storm surges.
2) Damage to vessel due to contact with other ships in anchorage.
3) Vessel could drag anchor and run aground.
4) Severe hull damage due to stormy waves causing the vessel to touch the
bottom.
5) Life is at risk. No rescue party will be available from emergency part
ashore.
6) Non-availability of pilot of condition gets worsen and if vessel decided
to proceed to sea.
7) Non availability of tugs.
8) Damage to the engines.
Precautions:
1) Use both the anchors (riding to storm) on long stay (open moor).
2) Use of engines ahead to ease the strain on the cables.
3) All loose items to be secured – both inside the accommodation and on
deck.
4) Rig lifelines.
5) Close up and batten down all hatches. Sea upper most continuous deck
but ensure that scuppers and freeing ports are clear to shed any slack water.
6) Ensure that all derricks / cranes are secured.
7) Additional lashings on deck cargo. If heavy lifts are stowed inside
hatches, additional lashings to be taken for them
8) Secure the gangway.
9) Remove free surface effect either by pressing up or pumping out slack
tanks.
10) Increase draught of the vessel, (depth of water permitting).
11) Requires a pilot stand-by or ensure the availability of a standby pilot.
12) Strict monitoring of the vessel’s position to ensure vessel is not dragging
anchor.
13) Continuously monitor the weather and position of TRS.
Advantages:
1) If depth is sufficient and engines running, vessel can possibly ride to
storm.
2) Storm anchorage is reasonably sheltered. Minimal damage to the ship.
PROCEED TO OPEN SEA
Hazards:
1) Safety of the vessel and safety of life is at risk.
2) It may be too late when the decision has been made to proceed to sea.
3) It can be quite catastrophic if the vessel’s engine fails.
Precautions:
1) All loose items to be secured – both inside the accommodation and on
deck.
2) Rig lifelines.
3) Close up and batten down all hatches. Sea upper most continuous deck
but ensure that scuppers and freeing ports are clear to shed any slack water.
4) Ensure that all derricks / cranes are secured.
5) Additional lashings on deck cargo. If heavy lifts are stowed inside
hatches, additional lashings to be taken for them
6) Secure the gangway.
7) Remove free surface effect either by pressing up or pumping out slack
tanks.
8) Increase draught of the vessel, (depth of water permitting).
9) Propeller must be immersed fully.
10) LSA must be kept in readiness.
11) Prepare the bridge for storm. Secure all items properly.
12) Strict monitoring of the vessel’s position.
13) Continuously monitor the weather and position of TRS and record
weather
Advantages
 1) Follow recommendation to deal with the TRS, hence reducing damage
to the vessel.
2) No contact with other vessel or other surface or underwater obstruction.
3) No threat to vessel running aground.

Question no 3: State what factors would affect the amount of squat a vessel could
expect to experience & list also what signs must be obsver by the OOW if a vessel
was being affected by shallow water effect?
Ans:
Question no 4:
a) When checking compass error by Amplitude method state the correct
position of the sun in relation to the visible horizon, giving reason for your answer.
b) Explain why in high latitude checking compass error using amplitude
method is unreliable?
Ans:
a) 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.

b)
In higher latitude the rate that the body is changing its azimuth is comparatively large.
Consequently a small change in altitude results in a large change in azimuth.
Accuracy of the observation is unreliable.
If the latitude of the observer and declination of sun value and sign are closer, then the
observation would be more reliable. This is highly impossible in higher latitude.
 Sensible horizon

Visible horizon

LAT and DEC Large diff. in

closer in value LAT and DEC
and sign value and sign
.

SET NO : 2
Question no 1: Draw up masters standing order for each of the following
circumstances-
a. Approaching or entering an area of restricted visibility
b. The main engine failure
c. The steering gear failure
Ans:
a)
• Observe international Collision regulations
• Do not leave the bridge unattended at any time
• Call me if visibility reduces
• Inform Engine room to have engines ready for manoeuvring and advise
engine room to be continuously manned until further notice
• Maintain safe speed at all times
• Post extra lookouts (Helmsman is NOT to be considered a lookout)
• Helmsman on wheel and vessel to be on hand steering
• Employ both steering motors
• Sound appropriate signals prior entering areas of restricted visibility
 • Keep both radars ON and plot all targets and closely monitor the situation
• Make good use of AIS / VHF with prudent seamanship, bearing in mind
these aids have resulted in collisions / close quarterís situation.
• Maintain a minimum CPA of 2 nm from all targets
• Switch ON navigation lights
• Continuously monitor all bridge equipment
• Increase position plotting frequency
• Counter-check positions with alternative position fixing methods (Make
appropriate use of Radar, GPS,Echo sounder)
• Keep bridge doors open and stop all noisy work on deck
• Follow bridge manning procedures as per my instructions
b) Main engine failure
• Inform Master
• Change-over to hand steering and manoeuvre vessel away from the danger
using rudder and bow thrusters to the best advantage
• Display appropriate day/night signals
• Commence sound signalling
• Plot vesselís position
• Inform shipping in vicinity by appropriate message (Securite or Urgency)
• Calculate the set and drift and ensure vessel clear of any hazards,
accordingly take avoiding action.
• Monitor weather reports to take any preventive action.
• Warn department heads of the possibility of vessel rolling/pitching, if
weather is bad.
• If in restricted visibility, commence appropriate sound signal.
• Ensure radar on long range to give early warning of approaching vessels.
• If in shallow waters consider the possibility of anchoring.
 • Be in contact with engine room and check for repair progress

c) Steering gear failure :

1) Switch over to hand steering
2) Steady the course
3) Change over to auxiliary steering gear (Try 2nd steering motor /
Telemotor / Non-Follow up)
4) Inform Master
5) Inform Engine room
6) If situation not improved and vessel unable to steer from bridge,
consider steering the vessel from the Steering flat on Emergency
steering mode.
7) Use bow thrusters
8) If in shallow water. Prepare for anchoring.
9) Display N U C light /shape and on ships whistle sound Morse D or U
and supplement by light signal.
10) Advice all vessels in vicinity and plot own vessel position and other
vessel position.
11) Post extra lookout and keep good watch on passing by traffic.
12) If appropriate broadcast urgency message to vessel in vicinity.
13) If drifting onto lee shore send distress message.
14) Estimate time available before vessel stand in danger.
15) Obtain latest weather report.
16) Stop the ship in case of both emergency and auxiliary steering fails.
17) Decide for anchoring (if depth of water permits.)
Question no 2: List the nautical publications that are required to be carried by
convention size vessel making international voyage?
Ans: For the area and time of year concerned:
1) voyage charts
2) Sailing direction.
3) A T T.
4) A L R S.
5) A L L.
6) Routing charts.
7) Ocean Current atlas.
8) Tidal stream Atlas.
9) Accumulative list of correction.
10) Annual summary of admiralty notice to mariner.
11) Mariner’s guidance note.
12) Mariner’s information note.
13) Merchant shipping notice
14) I M O routing guide
15) Ocean passage of the world.
16) Mariner’s hand book.
17) Weekly Notices to mariner.
18) Nautical almanac.
19) Chart catalogue.
20) International code of signal.
21) Instruction and operating manual.
22) Distance table.
23) Symbols and abbreviation 5011.
24) Local passage planning charts ( e.g. chart 5500 )
25) Ice charts.
26) Climatological Atlases.
Question no 3: Describe why in case of terrestrial object bearing itself is the
position line where as in case of a heavenly body the position line is 90 deg to the
bearing?
Ans:

SET NO : 3
Question no 1: BA chart 5500 Mariners routing guide to the English channel &
southern north sea contains in addition to the routine chart lets, advice on several
related topics
a. List these topics?
b. Give brief description of how this advice should be used by the master of a
loaded VLCC inward bound through English channel to Europe ?
Ans:
a)
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.
b)
 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.
Question no 2: State the navigational that you would expect to encounter when
navigating in cold climates inside ICE regions, with respect to the use of
Beacons & Sectored lights for position purpose?
Ans:
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.
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 conditions, 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.
 SET NO : 4 (SQA MAR-2011)
1. The vessel's owners have requested that it follows the shortest possible route between Charleston
and Nouakchott, using the following positions for the ocean passage.
Departure position 32°48'.0N 79°51'.0W
Landfall position I8°03'.0N l6°18'.0W
(a) Calculate the total distance on passage. (10)
(b) Determine the latitude and longitude of the vessel at the northernmost point along the
track. (20)
(c) Determine the distance off the island of Bermuda (32°21'N 64°48'W) when the vessel crosses
longitude 64°48'W, stating whether the vessel passes North or South of the island. (10)

PA = 90 00 – 32 48 = 57 12
PB = 90 00 – 18 03 = 71 57
P = 79 51 – 16 18 = 063 33 E

 a)
cos AB = cos P x sin PA x sin PB + cos PA + cos PB
Dis – cos-1 (cos 063 33 x sin 57 12 x sin 71 57 + cos 57 12 x sin 71 57) = 58 24 39.38 x60
Dis = 3504.7 NM

A = tan Lat A ÷ tan DLon = tan 32 48 ÷ tan 063 33 = 0.320… S

B = tan Lat B ÷ sin DLon = tan 18 03 ÷ sin 063 33 = 0.363… N
C = A ± B = 0.320… - 0.363… = 0.043… N
ICo = tan-1 (1 ÷ (C x cos Lat A)) = 87 54 43.26
sin mid = cos opp x cos opp
sin PV = cos (90 – A) x cos (90 – PA)
PV = sin-1 (cos (90 – 87 54 43.26) x cos (90 – 57 12))
PV = 57 08 27.67 ~ 90
Lat V = 32 51.5 N
sin mid = tan adj x tan adj
sin (90 – PA) = tan (90 – P) x tan (90 – A)
P = 90 – tan-1 (sin (90 – PA) ÷ tan (90 – A))
P = 90 – tan-1 (sin (90 – 57 12) ÷ tan (90 – 87 54 43.26))
P = 003 51 01.24 E
Lon V = Lon A ± DLon AV = 079 51 W – 003 51 01.24 E = 075 59 58.76 W
Lon V = 076 00.0 W

Question no 1:
a. At 0620 hrs the OOW obtains a radar range and bearing of what is thought to be one of the low lying islands
south of Bermuda at a range of 26 miles. The vessel's GPS receiver puts the vessel 0.5 miles to the south of
the vessel's charted track, the radar observation puts the vessel 4 miles to the south of the track and the
celestial observation above puts the vessel approximately 10 miles to the north of the vessel's track. Discuss
the reliability of EACH of the above observations.
b. Prior to departure the Master decides to increase the passing distance to 30 miles due south of Bermuda due to
the fact that the island is surrounded by low lying islands, banks and reefs on which there are numerous
wrecks and obstructions. State, with reasons, what action should be taken by the OOW to ensure that the
Master's orders, regarding the passing distance off Bermuda, are complied with.
Ans:
a. * GPS is normally reliable. It is vulnerable to:
 Loss of signal due to aerial damage.
 Solar Flare interference.
 Malicious jamming.
 Unintentional jamming.

*Radar Observations probably unreliable in this case. The target is not clearly identified, low lying and at long range.

*Celestial observations are reliable.

 Clear skies, good visibility and calm seas.
 Good horizon.
 Bright stars, a good range of bearings and at moderate altitudes.
 No apparent discrepancy between the four observations.
b) The OOW should inform the Master of the discrepancies between the positions. The Celestial Position should be taken
as accurate, it is also the worst case from a safety perspective. Course should be set from the Celestial Position to pass 30
NM clear to the south of Bermuda. The GPS should be checked for performance, signal strength and possible switch to
DR navigation. Further celestial observations should be taken, Sun, Moon and Venus if available, to confirm the vessel’s
position.

Question no 2:
The UK Maritime and Coastguard Agency publish guidance to mariners in the form of Marine Guidance Notes (MGN's).
Outline the current MCA guidance regarding EACH of the following topics:
(a) the precautions to be observed when using parallel indexing techniques on a modern marine radar:
(b) the dangers of a misaligned heading marker;
(c) the procedures for rectifying a misaligned heading marker:
(d) the alarms that must be fitted to ECDIS systems to ensure safety of navigation.

Ans:

a) Targets used should be:

 Radar conspicuous.
 Easily identified.
 Unlikely to be confused with others.
 Situated so as to provide continuous monitoring of the passage.
 Unlikely to be obscured by ship shadow sectors.
 At moderate ranges.
Radar should be checked for:

 Display alignment.
 Accuracy of EBLs.
  Accuracy of range measurement and display.
b) Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading interpretation of
potential collision situations, particularly in restricted visibility when targets are approaching from ahead or fine on own
ship’s bow.

c) Steer the vessel so that a small target is visually right ahead. Note the discrepancy between the relative bearing of the
target and the heading marker. Follow the manufacturer’s procedure for correcting the alignment of the heading marker.
This may involve mechanical adjustment or an electronic process.

d) ECDIS alarms:

 Crossing safety contour

 Deviation from route
 Positioning system failure
 Approach to critical point
 Malfunction of ECDIS
 Different geodetic datum
 Area with special conditions.

 (Default safety contour Information

 over scale
 Large scale ENC available
 Different reference system
 No ENC available
 Customised display
 Route planning across safety contour
 Route planning across specified area
 Crossing a danger in route monitoring mode
 System test failure)

Question no 3:
The vessel arrives in Istanbul and anchors to await a pilot, prior to transiting the Bosporus on
the northbound passage to Odessa. The Bosporus is covered by a Traffic Separation Scheme for
its entire length and in places the passage is extremely narrow (only 8 cables wide from shore to
shore). The passage is also very shallow in places with numerous banks, shoals and wrecks. It is
also dangerous due to the fact that there are strong currents, sharp bends and frequent close
quarters situations during the transit.
a. Describe the preparations to be made on the bridge prior to undertaking such a
passage.
 b. Discuss THREE factors that the master must take into consideration regarding the
manoeuvrability of the vessel during the transit.
c. Outline the precautions that should be taken in the event of an engine or steering
gear failure.
Ans:

a) Appraisal

 Sources of information to be consulted.

 Charts, Sailing Directions, Light Lists, Current Atlas, Tidal Atlas, Tide Tables, Notices to Mariners, publications
detailing traffic separation and other routeing schemes, radio aids to navigation, vessel reporting schemes and
VTS requirements. Appropriate meteorological information.

Planning
Prepare a detailed plan of the passage.

 This should cover the whole passage, from berth to berth, and include all waters where a pilot will be on board.
 Depending on circumstances, the main details of the plan should be marked in appropriate and prominent places
on the charts to be used during the passage.
 They should also be programmed and stored electronically on an ECDIS or RCDS where fitted.
 The main details of the passage plan should also be recorded in a bridge notebook used specially for this purpose
to allow reference to details of the plan at the conning position without the need to consult the chart.
 Supporting information relative to the passage, such as times of high and low water, or of sunrise or sunset,
should also be recorded in this notebook.
Bridge Team Briefing.

 Brief Bridge Team about details of the plan and their roles.
Bridge Equipment Testing.
All Bridge equipment to be tested and accuracy ascertained.
 Gyro and Magnetic Compasses.
 Repeater alignment.
 Radar, Heading Marker, EBLs and Range measurement.
 Electronic Position Fixing systems display, degree of detail displayed, alarms set appropriately.
 Log Speed and Distance indication.
 Echo Sounder indication and recording.
 Clocks synchronised.
 Recording equipment and Bridge Movement Book.
 Engine controls and indicators.
 Communications, internal and external.
 Navigations and signal lights.
 Sound signalling apparatus.
 Steering gear in all modes and indicators.
Prepare master / Pilot Information Exchange.
b) Vessel.
Speed, turning circle, draught, beam, trim.
Channel.
Depth and width. Underkeel clearance, effects of squat, bank effect on course keeping. Effects of tidal stream and / or
currents altering speed over the ground.
Traffic.
Interaction with passing and overtaking / overtaken vessels.

c) Inform Master.
Engine failure
 Steer toward safest water.
 Prepare to anchor if practicable.

Steering gear failure

 Engage emergency steering.
 Bring engines to manoeuvring condition.
 Reduce speed.
Both
 Exhibit NUC lights and shapes.
 Sound appropriate signals.
 Broadcast Urgency messages if appropriate.

SET NO : 5
Question no 1:
State the problems encountered & factors to be considered during navigation in
high latitude?
Ans:
Navigation Difficulties:
1) Directions changes fast with movement of the observer.
2) Near pole, meridians converge. Excessive longitudinal curvature renders the meridians
and parallels impracticable for use a navigation reference.
3) All time zones meet at poles and hence LMT has little significance.
4) Sunrise / sunset, night / day are quite different when compared to temperate zones.
5) Sun rises and set once a year.
6) Moon rises once each month and provides illumination when full. Aurora can give more
light.
7) Planet rise on each sidereal period (12 yrs for Jupiter and 30 years for Saturn)
Charts:
1) Charts are based on aerial photography.
2) Only few surveys are carried out.
3) Poor accuracy of survey.
4) Geographical positions unreliable.
5) Sounding, topography and all navigation information are sparse.

Gyro compass:
1) Gyro compass looses all its directive force. Reliable upto 70 degs only.
2) To be checked every 4 hours after 70 degs.
3) Practically useless after 85 degs.
4) Errors occurs due to frequent change in course and speed.

Magnetic compass
1) It is of little value.
2) Large diurnal changes in variation as much as 10 degs.
3) Requires swinging of ship and compass adjustment prior use.
4) Frequent comparison between Gyro and Magnetic to be made.

Echo Sounder
1) To be run continuously to detect signs of shoal water.
2) Depth changes abruptly.
3) When in drift ice, vsl must be slowed down to obtain sounding (to reduce hull noise or
ice under ship).

Celestial observation
1) Sights cannot be relied upon.
2) No twilight, cloud cover hinder observation
3) In summer long days and short nights and hence stars could not be used.
4) Poor DR and hence use of transferred position lines is impractical.
5) Forced to use low altitude celestial body.

Radar
1) Useful but not to be over relied.
2) Ice poses poor radar target, extreme care must be taken when using radar.
3) Tuned to peak performance.

Others
1) GPS becomes useless in polar navigation.
2) Also vessel will be out of INMARSAT foot prints.

Question no 2:
An observer onboard ship obtain shallow water sounding which are not evident on
the chart
a)
1) state the procedures for reporting such observations?
2) Name the sources of information which will help the observer compile
such a report?
b) A new port has been opened up for trade.
1) list the information a mariner should report?
2) State the name of the agency to which the report should be sent)
Ans:
a)
1)
Dangerous shoal sounding, Uncharted dangers and navigational aids out of
order should be reported by the obligatory report procedure by Radio or any
other available means (Telex, Fax, Telephone) to :-
• The nearest coast station
• United Kingdom Hydro graphic Office (UKHO), Radio
Navigational Warnings
• Such reports should always be followed by a completed H102 form
and sent to UKHO.
• In instances which require urgent charting action, these reports should
be copied to the Hydrographer of the navy by most appropriate means.
• Also advise shipping in vicinity by appropriate message and record
same in log books.
The form to be used is H102 and contains the following details:
When shallow water sounding not evident on relevant chart is obtained, the Master
must forward a report to UKHO using H102 form comprising the following
information.

1) Name of the ship / sender.

2) Date / Ref number
 3) Address of the sender.
4) Telex / Tel / Fax number of the sender.
5) General locality
6) Subject Matter – Shallow water sounding.
7) Position – Latitude / Longitude.
8) BA chart affected.
9) Edition date
10) Position fixing system used
11) Datum set
12) Latest NTM held
13) Publications affected including edition number, date of latest
supplement, page number and light list number etc)
14) Signature of the observer.

Details of Echo sounder:

1) Make, number and type of set.
2) Speed of the sound in sea water equivalent to stylus speed.
3) Whether sounding have been corrected from echo sounding correction table.
4) Setting of scale to zero.
5) Position of the transducer on the vessel.
6) Time and date must be given for allowance to be made for height of tide as
necessary.
7) The echo sounder trance must be forwarded with all relevant marking on it.

2)
• Marinerís handbook (NP100)
• Admiralty weekly notice to mariners
b)
1)
Port information should be forwarded on form H 102a together with form H102.

Form H 102:
1) Name of the ship / sender.
2) Date / Ref number
3) Address of the sender.
 4) Telex / Tel / Fax number of the sender.
5) General locality
6) Subject Matter – Shallow water sounding.
7) Position – Latitude / Longitude.
8) BA chart affected.
9) Edition date
10) Position fixing system used
11) Datum set
12) Latest NTM held
13) Publications affected including edition number, date of latest supplement, page
number and light list number etc)
14) Signature of the observer.

Form H 102 a:
1) Name of the port
2) General remarks – Principle activities, Trade, population, max size of vessel
handled.
3) Anchorages
4) Pilotage.
5) Directions – Entry, berthing details, Tidal streams, Navigation aids.
6) Tugs
7) Wharves details
8) Cargo handling details
9) Cranes
10) Repairs facilities available
11) Rescue and distress
12) Supplies
13) Services – Medical, deratting, consuls etc
14) Communications
15) Port Authority
16) Small craft facilities
17) View – photos, picture postcards etc

2)
Hydrographer of the Navy, United Kingdom Hydro graphic Office. Or to the
respective administration / hydrographic office by whom the charts are published .
Question no 3:
When carrying out an appraisal of any passage various environmental & climatic
factors must be considered. Admiralty routine chart will be invariably used when
carrying out above appraisal. Outline the relevant information that routing can
provide & describe how this information should be used to assist in passage
planning?
Ans:
Outline the relevant information that a routeing chart can provide:
In order to plan a ocean voyage routeing charts show at a glance important
information. They cover the oceans of the world and are complied for each month
of the year. The following are the relevant information that a routeing chart can
provide:
1) Recommended tracks and distances between the ports.
2) Routes at a glance indicate whether they are rhumb line or great circle.
3) Fuelling terminals.
4) Loadline zones
5) Date line information
6) Predominant ocean currents
7) Bailie Wind roses
8) Ice information – Iceberg limits and Pack ice limits.
9) TRS tracks for the month
10) Percentage frequency of wind force beaufort force 7 and above.
11) Percentage frequency of visibility less than 5 nm.
12) Percentage frequency of visibility less than 1 nm.
13) Mean sea temperature
14) Dew point temperature
15) Mean air temperature
16) Mean air pressure

Assisting in passage plan:

1) The routeing chart gives the recommended track and distances for each month. So
while planning the passage the relevant information pertaining to the recommended
track must be obtained from the appropriate routeing chart.
2) This route must however be analysed as to whether it will be suitable depending on
the vessel’s condition – draft and cargo onboard including deck cargo.
3) The loadline zones are clearly indicated on the chart which enables the navigator to
assess at a glance whether the vessel can enter other zone without contravening the
loadline regulations.
4) The movement of the TRS and their likelihood of affecting vessel on her passage can
be vividly seen at one glance based on the tracks of TRS given in the chart.
5) The meteorological condition for the month can be obtained and this information can
be used to assess whether the vessel will encounter any deteriorating met conditions
 during her passage. If required vessel can plan and adopt an alternative route which
may be given in the routing chart.
6) The likely wind condition – direction and beaufort force – is readily available from the
chart.
7) The charter party requirement may require the vessel to adopt a limiting latitude in
which case the navigator can use this as limiting latitude and plan his passage with
additional information on the recommended route from the chart.
8) The chart provides information about the ice limits and pack ice limits and this
information is of utmost important to ensure that while planning the passage the vessel
is well clear of the ice limits.
9) The routing chart provides information on predominant ocean current. A navigator can
use this information while planning the passage so as to make optimum use of the
current for his passage which would result in commercial benefits. However this
should be done with jeopardizing the safety of navigation.
10) The information on frequency of deteriorating visibility including fog can be
obtained from the chart. This helps in ascertaining which part of the passage the vessel
is likely to encounter restricted visibility.

SET NO : 6
Question no 1:
A vessel regularly trade to Baltic in winter.
a. Compile a specific set of masters standing order when the vessel is
operating in or Baltic Ice ?
b. List the data to be transmitted by the master of a vessel encountering any
kind of dangerous ice?
Ans:
a)
1) Observe Company’s procedures and Master’s general Standing orders.
2) Comply with International Collision Regulations.
3) Navigate with extreme caution when in or around areas of ice.
4) Close all water tight doors.
5) Ensure ship’s damage control equipment is ready.
6) Post extra look out at strategic points. Helmsman is not to be considered
as lookout.
7) Ensure bridge is manned at all times in accordance with the manning
requirements for navigation in ice areas.
8) Inform engine room to have engines ready for immediate manoeuvring
9) Engine room to be continuously manned until further notice.
10) Maintain safe speed at all times.
11) Two Radars to be operational at all times, one must be on low ranges.
12) Radar scanner heater to be on.
13) Radars must be tuned to optimum performance as ice are poor radar
targets.
14) The visible range of ice bergs could be as low as 1-2 miles and hence
lookout and radar operator should be alert at all times.
15) Radar must never be solely relied upon and this calls for proper lookout
by sight and hearing to be maintained at all times.
16) Observe sea temperatures, atmospheric pressures and ship’s position.
17) Inform Master when
a) any form of ice sighting
b) when visibility deteriorates.
c) Observation of ice blink
d) Observation of sea life.
e) Change in sea state – absence of swell in a breeze.
18) Fog is prevalent in these areas and suitable precautions to be taken in
accordance with practices of good seamanship.
19) In poor visibility sound appropriate sound signals.
20) Employ both steering motors
21) Keep vessel on hand steering.
 22) Use search light as necessary.
23) Navigation light to kept on continuously.
24) Monitor weather report and facsimile. Listen to Ice Patrol bulletins
25) Increase position fixing frequency.
26) Always counter check position with alternative position fixing methods.
27) Radar positions should be treated with caution unless the coastal feature
in use is positively identified.
28) Ensure echo sounder is on to warn off approaching shoal.
29) Keep bridge doors open and stop all noisy work on deck (for sound of
ice calving or breaking)
30) Winter grade lubricants on lifeboat falls, rigging etc.
31) Drain fire deck fire main.
32) Anti-freeze in all boat engines.
33) Rig lifelines on deck.
34) Adequate stability to be maintained. Press up slack tanks etc.
35) Do not hesitate to call me at any time in doubt or when required.
b)
A Master should send an obligatory report made by all available means to
ships in the vicinity and to the nearest coast radio station. The report should be
made in English or by the ICS. The message should carry safety priority and
must be prefixed with SECURITE

Report Content:
1) Ship’s name and port of registry
2) Date and GMT of the observation
3) Type of ice observed.
4) Position of ice observed.
5) Concentration and thickness, if known.
6) Ice bergs –size and shape
7) Additionally the direction and drift.
Question no 2: UK
A vessel is to make a passage from New Zealand to Hongkong in September and
every appropriate track entails passing close to numerous small island & shoals.
The vessel is fitted with all modern navigational aids.
a. Describe the risk associated with maintaining navigational accuracy
whilst on passage? 5
b. Discuss the availability & accuracy of any terrestrial radio position
fixing system (Loran C) & celestial position fixing system?
5
c. Discussed the changed situation faced by the navigator if the vessel
fitted with GPS & GLONASS integrated dual receiver?5
Ans:
a)
1. During the vessel has to pass around numerous low lying islands.
2. In doing so the vessel’s position has to be maintained accurately off
these areas.
3. Since the island is low lying, they pose a poor radar target.
4. More over at night sighting such low lying island becomes a difficult
task
5. It also sometimes becomes difficult to identify between the target and
the island due to the topography and size of the island.
6. Poorly surveyed areas and charted depth cannot be relied upon.
7. It is quite possible that the island may be off the charted position.
8. Areas where volcanic activities are severe could result in formation of
shoals even over surveyed areas questioning the navigational accuracy and
vessel’s fix.
9. Also new island may be produced due to volcanic activities.
10. Old charts are available for the area and cannot be relied upon entirely.
11. The navigational aid such as beacons and marks available are very
limited. The result is thus difficulty in maintaining position by way of transits
or terrestrial bearing and coastal navigation techniques.
12. Intense current setting resulting are common between group of island
which calls for continuous monitoring of the vessel’s progress on the intended
track and require skilled steering and navigation techniques.
13. Reefs and shoals are also present adjacent to the island and adjacent to
the reef is deep water. Hence there could be a sudden loss of depth and it is
highly possible that this loss of depth could be within the accuracy of the
vessel’s position fixing system. This poses a real danger of vessel running into
the reefs.
14. If the vessel has an operational echo sounder, it can be put to use
continuously during the passage through the reefs and shoals with associated
alarm setting for drop in sound. This could assist in avoiding the above
situation, however a sudden drop in sounding means the time available to
react to the situation and to take corrective action is limited.
15. There may be more traffic concentrations which require deviation from
the course from time to time and hence it becomes difficult to maintain the
accuracy of DR.
16. Charts in use may have different datum as compared to the original
datum based on the survey.
17. Bad weather and the TRS may become a cause of concern which would
totally deteriorate the weather conditions obstructing the horizon clarity. The
makes difficult to adopt visual bearing and coastal navigation techniques to
monitor the position.
18. It becomes impossible to adopt celestial navigation techniques during
this weather condition.
19. Also there is a risk of vessel being caught up in the lee shore or getting
aground in shoal patches and reefs.
20. Over reliant on one type of position fixing method.
 21. Last but not the least, the competency and the complacence of the
navigating officer involved in navigation in these areas has a direct bearing on
the maintenance of navigational accuracy.
b)
A modern well equipped vessel shall be expected to be provided with the following
equipment for fixing the vessel’s position.
• GPS
• DGPS
• GLONASS
• RADARS WITH MAPPING FACILITIES.
• COMPASS VISUAL BEARING
• ECDIS COMBINED WITH GPS AND RADAR AND AUTO PILOT
INPUTS.

GPS:
(a) Position accuracy is 33 -100mtrs (95% of the time) depending on the quality
of the signal available.
(b) The datum used is also very important (WGS 84) when transferring the
position on to the chart.
(c) Off isolated islands, charted position may be several miles discrepant from the
positions arrived from the GPS.
(d) Alternative source of position must be utilised to check when navigating in
close proximity to island, reefs etc.

DGPS:
(a) Position accuracy is 1 to 5 mtrs depending upon the availability of the DGPS
land station.
(b) Requires special network of radio stations to provide correction to the GPS to
enhance the accuracy.
(c) The above system is not available all over the world especially world and
coverage is limited.
(d) Also subject to equipment errors and to be carefully used along with other
position fixing system.

GLONASS
(a) Position accuracy is 5 to 15 mtrs (when glonass datum PZ90 is referenced
with WGS 84 and plotted on the chart) depending on the availability of the signal
and its quality.
(b) They cannot be plotted directly on major admiralty charts which are referred
to horizontal datum.
(c) Also subject to equipment errors and to be carefully used along with other
position fixing system.
(d) The datum used is also very important (PZ90 / WGS 84) when transferring the
positions on the chart.
(e) Off isolated islands, charted position may be several miles discrepant from the
positions arrived from the GLONASS).
(f) Alternative source of position must be utilised to check when navigating in
close proximity to island, reefs etc.

LORAN C
Position accuracy depends upon
1) Condition of equipment
2) Additional correction Factor (ASF).
Not available at all parts of the world.
Although not very accurate as a GPS fix, the position obtained from LORAN C can
be accurate to 1 mile at the edge of the coverage area.
RADAR WITH MAPPING FACILITY:
Position accuracy dependant upon
(a) The condition of the equipment, associated errors in bearing and range scales.
(b) The skill of the operating in obtaining targets in areas where the targets are not
well defined.
(c) Availability of well defined targets (depending upon the weather and visibility
conditions)
(d) The effective use of mapping facility.

COMPASS VISUAL BEARING:

Position accuracy depends upon the
(a) Condition of the equipment in use.
(b) Requires minimum 3 Position lines
(c) The skill of the person in using he equipment efficiently and identifying the
correct navigational mark

ECDIS:
Position accuracy depends upon:
(a) The effective GPS input.
(b) The updated charts version in the ECDIS system
(c) The skill of the operator.
(d) Use of appropriate scale of chart while transiting the areas.
(e) Provides real time position monitoring but charted accuracy may be based on
old
Surveys and safe navigation would reflect the need for a continuous look out.

SEXTANT:
Position accuracy depends upon:
(a) The condition of the equipment
(b) The skill and experience of the operator.
(c) Impossible to make the best use in case of squally weather condition where
the horizon is obscured
ECHO SOUNDER:
Position accuracy depends upon
a) the condition of the equipment
b) The skill of the navigation in interpreting the information obtained from the
equipment and the information from the chart.
c) Especially in the areas of shallow water, this equipment becomes a very handy
tool to check the accuracy of other position fixing method used.

Following table shows the reliability, accuracy and availability of modern nav
equipment
Method Reliability Accuracy at 20 miles Availability
Radar bearings Very good 650 mtrs – ¾ degs + G.E 100%
Radar Ranges Very good 550 mtrs (1.5%) 100%
GPS Very good 33 – 100 mtrs (95%) 100%
Loran C Very good 400 mtrs or better In selected areas
Visual bearings Excellent Similar to Radar Depends on vis.
Echo Sounder Excellent Better than required 100%

From the above it can be seen that for a vessel to maintain the utmost navigational
accuracy, the means of position fixing while transiting this area during ay time must
be a combination of above equipments viz., a well tuned radar on short ranges, good
visual look out, GPS with good Horizontal dilution of position and an echo sounder
with associated alarms..
c)
1) A modern vessel could be equipped with ECDIS. This system would be
provided with two independent position monitoring system either GPS and/or
DGPS.
2) GPS provides an immediate position and if working with ECDIS would
provide real time and very accurate monitoring.
3) However it is not error free and may incur datum errors which are
usually not charted.
4) The navigator can feed in the passage plan and therefore one can keep
the cross track error to minimal making the navigation more accurate.
5) While plotting the position of the vessel using GPS, appropriate datum
correction to be applied before transferring the position on the chart.
6) Over reliant on the GPS is always a danger. Where possible its position
need to be verified by means of secondary means viz., visual bearing, radar
ranges, celestial observations, echo sounder etc.,
7) Care should be taken to ensure that GPS does not go into DR mode
where in the position obtained from it will result in catastrophy especially
when navigating between islands, shoals and reefs.

SET NO : 7
Question no 1:
Describe briefly how a least time track may be constructed onboard a vessel
equipped with radio facsimile receiver & trading in east north atlantic ocean ?
Ans:
• Fax weather reports are received for the concerned passage ñ Surface
analysis, Prognosis, Sea state charts,
Wave height charts.
 • The weather conditions for the passage are carefully studied and areas
of concern identified.
• The course is plotted from the departure point along with 5 or 6
additional tracks approx 10-15˚ on either side of the original track for
the next 12 hours.
• The tracks are drawn on a transparent overlay and are placed over a
prognosis chart to analyse the conditions
which will be encountered by the vessel during the voyage on above
tracks.
• Vesselís ETA is plotted on each track for the next 12 hours, based on
the shipís performance curve and the weather analysis.
• These ETA points are joined together to form a contour line, known as
the time front.
• From the best point on the time front (favourable weather, least time)
the above procedure is repeated for the next 12 hours and subsequently
up to 48 hours.
• On the 48 hours contour line, the point closest to the shipís destination
is chosen as the point to which the vessel is advised to proceed.
• The above procedure can be repeated for the voyage using info
available from the weather fax with regard to Fog, Ice, Storm, Winds,
Currents, Wave heights and Swell.
Alternative answer:
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.
Question no 2:
Your vessel is expected to take up a voyage to ice region, How you will prepare for
ice, ice berg & growlers? What preparation & precaution will you adopt while
navigating on high latitude ?
Ans:

SET NO : 8
Question no 1:
Submarine pipelines & cables & over head power cables sometimes are
encountered by the mariner during navigation.
a. States the caution necessary when these are encountered?
b. States the measures to be taken by the master of a vessel when ships
gear are fouled with submarine cables & pipelines.
Ans:
Question no 2:
What is abnormal waves? States the favorable condition for their formation, general
locality of their occurrence, publication to be consulted for their warning
information & vcaution necessary for the master of a vessel when they are likely to
be occurred?
Ans:

Question no 3:
Ships routine services can effectively improve safety & economy during ocean passage.
a. List the different types of shore based ships routing depending upon the specific
requirement of the vessel ?
b. State the general area of the world in which it is advantageous to use weather
routine either shipboard or shore based?
c. State the area in where climatological will be satisfactory?
d. Enumerate the factors to be considered before deciding on choice on route ?

Ans:
a)
• 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).
b)
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.
c)
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.

Question no 4:
Following the receipt of a TRS warning, the projected path of which would put the
vessel on the dangerous semicircle, as the storm passing over, state in brief the
masters action in the following circumstances:
a. When vessel is secured alongside berth?
b. When vessel is at anchor?
c. When vessel is at open roadstead?
d. When vessel is in open sea condition ?
Ans:
 a) VESSEL IN PORT RIDING OUT A TRS
• Investigate the possibility of a storm anchorage.
• If in port Vessel to use additional storm moorings.
• Ensure that adequate fenders are used on the ships sides
• Ensure that vessel is well ballasted also taking in to consideration the
reduced under keel clearance
• Ensure all shore side cranes and other protrusions are well clear of the
ships structure
• Ensure the vessels stability is at its maximum values, reduce all free
surface moments etc to ride out the storm in her best behaviour
• Ensure all unnecessary personnel away from the vessel
• Ensure the water tight integrity of the vessel is achieved ( hatches, mast
house, water tight door and all openings on deck closed)
• Ensure adequate members of crew to tend moorings as required and
use engines if needed to ease the stress on moorings.
• Continue to plot the position of the TRS.
• Cargo work stopped and tugs arranged to be on standby if needed

d)
1) Inform master.
2) Plot vessel position.
3) Check on barometer pressure rate of falling.
4) Check the wind force and wind direction.
5) Predict the T R S bouyle ballet law.
6) Obtain the latest weather report.
7) Check vessel’s position with respect to semi circle.
8) Continuous monitor the TRS movements.
 9) Inform all departments.
10) Secure the deck; close all water tight door, rig life line on deck.
11) Check that all free surfaces is eliminated.
12) Check that stability of vessel is adequate.
13) Take extra lashing on cargo.
14) Consider re-routing and revise E T A.
15) Reduce speed in plenty of time to avoid structural stress on vessel.
16) Alter course to reduce heavy rolling.
17) Adjust speed to reduce pounding affect.
18) If vessel near to coast seek for lee of the land.

SET NO : 9(miscel.)
Question no 1:
Four vessel responded upon a distress call.
a. What information to be exchanged
b. How to select CSS?
c. Responsibility of CSS?
Ans:
a)
• 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.
c) 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.