SQA Nav Theory Mandy

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    SQA Mar 2005

    - Q3Chart 5048 Passage plan through St. Georges Channel TSS and on

    to Dungarvan Harbour.

    (a)Rule 10 (edited) states;(a) This Rule applies to traffic separation schemes adopted by the Organizationand does not relieve any vessel of her obligation under any other Rule.

    (b) A vessel using a traffic separation scheme shall:

    (i) proceed in the appropriate traffic lane in the general direction of traffic flowfor that lane;(ii) so far as practicable keep clear of a traffic separation line or separation zone;(iii) normally join or leave a traffic lane at the termination of the lane, but when

    joining or leaving from either side shall do so at as small an angle to the generaldirection of traffic flow as practicable.

    (c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obligedto do so shall cross on a heading as nearly as practicable at right angles to thegeneral direction of traffic flow.

    (d) (i) A vessel shall not use an inshore traffic zone when she can safely usethe appropriate traffic lane within the adjacent traffic separation scheme.However, vessels of less than 20 metres in length, sailing vessels and vesselsengaged in fishing may use the inshore traffic zone.(ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore trafficzone when en route to or from a port, offshore installation or structure, pilotstation or any other place situated within the inshore traffic zone, or to avoidimmediate danger.

    (f) A vessel navigating in areas near the terminations of traffic separationschemes shall do so with particular caution.

    (g) A vessel shall so far as practicable avoid anchoring in a traffic separationscheme or in areas near its terminations.

    (h) A vessel not using a traffic separation scheme shall avoid it by as wide amargin as is practicable.

    (b) The route North of Coningbeg Lt is possible especially with the use ofgood parallel indexing.

    This route would NOT be used however for the following reasons:

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    The route passes unnecessarily close to the light vessel and the buoy whenpassing between them. This would put the vessel in unnecessary danger if therewas:(i) Failure or degraded performance of Electronic Navigational Aids such as

    radar, GPS etc combined with a poor visibility during showers could put the ship indanger(ii) Machinery failure would put the vessel in unnecessary danger from leeshore(iii)Manoeuvres to avoid Fishing vessels for instance would prove difficult due tothe lack of sea roomThe route would be crossing the exiting traffic from the WSW traffic laneunnecessarily close to the exit point from the TSS causing conflict.Merging with other traffic entering the ENE Traffic lane could prove difficult if trafficconditions are busySOLAS Chapter V (Annex 24. 4.) clearly states that under the planning processThe planned track should be plotted to clear navigational hazards at as safe adistance as circumstances allow. A longer route should always be accepted inpreference to a shorter more hazardous route. The possibility of main engine orsteering gear breakdown at a critical moment must not be overlooked.It would be better to plan a route passing to the South of the Coningbeg LightVessel which would avoid these problems.

    (c) (I )Tuskar Rock LighthouseConingbeg light vesselHook Head Lighthouse

    Towers Brownstown HeadBallynacourty Point Lighthouse

    Tuskar Rock Lighthouse (identified by Racon T)Coningbeg lightvessel (identified by Racon M)Hook Head (identified by distinctive shape)Brownstown Head (identified by distinctive shape)Helvick Head (identified by distinctive shape)

    Q5

    (a) State the signs indicating the proximity of drift ice:

    Detection by radar - especially in a calm sea (cannot be relied upon for bergybits and growlers).

    Visually appears as a white mass when shone on by the sun, with not sun adark mass. First signs may be the wash of the sea breaking on its base

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    Ice blink - sighted as a yellowish haze usually well before the ice itself isdetected. If overcast an ice blink will tend to have a white layer reflecting with thecloud formation.Sea surface temperature If carefully watched in the North Atlantic may indicate

    entry into a cold ice bearing current. If the recoded temp is 1C then ice can beassumed to be within 150 nautical miles. If below -1C then ice is within 50nautical miles.

    Fog bank - Ice edge is often accompanied by a thick bank of fog.

    Wildlife prior to sighting ice or fog banks, it is more likely that observation ofwildlife will provide indication of ice .E.g. walrus, seals, and different speciesof birds far from land.

    Sea state a distinct change in sea state, where an abrupt smoothing of thesea and a reduction in swell indicates that ice could well be to windward

    Noise a thunderous roar is heard when a growler is calved.

    (b) Methods of avoiding or reducing Ice accumulation and accretion:Ice accumulation may occur from three causes:

    Fog, combined with freezing conditions;

    Freezing rain or wet snow;

    Spray or sea water breaking over a ship, when the air temperature isbelow the freezing point of sea water (about -2 C).

    If these conditions are expected, the prudent course is to:

    steer towards warmer conditions, or

    seek shelter, as soon as possible.

    If unable to reach shelter or warmer conditions, it has been found best to:

    reduce spray to a minimum by heading into the wind and sea at theslowest speed possible, or

    run before the wind at the least speed that will maintain steerage.

    Additionally:

    manual removal / clearance may be considered.

    Use of de-icing agents

    (c) State the publication that obliges a shipmaster to report ice and severeice accretion:

    Under SOLAS Chapter V, 2004, the Master of every ship encounteringdangerous ice or conditions that will cause ice accumulation on ships, is requiredto report these conditions, format of the report can be found in The MarinersHandbook ( NP 100 ).

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    (d) Outline the reporting requirements of (i) ice and (ii) severe iceaccretion:

    (i) The message should contain:

    The type of ice The position of the ice

    GMT and date of the observation

    (ii) The message should contain:

    The date and GMT

    The position of the ship

    The air and sea temperatures

    The force & direction of the wind

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    SQA Jun 2005

    - Q2

    (a) Explain with the aid of diagrams the cause of spring and neap tides:

    The main factors causing tides are the combined effect of the gravitational forcesexerted on the earth by the moon and also, by the sun and are combined with thecentrifugal forces produced by the revolution of the earth and moons orbit aroundthe earth to cause tides.

    The difference in the gravitational and centrifugal forces exerted on the earth's

    surface by the moon causes water to pile up towards the moon and also, in thehemisphere opposite to the moon.

    Figure 1

    2. Spring tides

    The tides with maximum range are known as Spring tides - they occur atfortnightly intervals. ' "

    Figure 2 represents the relative positions of the sun and moon at spring tides,when the tidal generating forces of the sun and moon act together producing thehighest high tide and the lowest low waters.

    The moon is at conjunction (New Moon) or opposition (Full Moon).

    *P

    Moon

    LW

    LW

    HW HW

    Point A

    SunEarth

    Opposition

    Full Moon New Moon

    Conjunction

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    Figure 2

    3. Neap tides

    The tides with minimum ranges are known as Neap tides - they also occur atfortnightly intervals.

    Figure 3 represents the relative positions of sun and moon at neap tides whenthe tidal generating forces are acting at right angles to each other, so thateffectively a lower high water and a higher low water is produced. . These forcesof the Sun relative to the moon are in the approximate ratio 7: 3.

    The moon is said to be at quadrature.

    Figure 3

    SunEarth

    1st Quarter

    Last Quarter

    (b)(i) Height of Tide

    The difference in height between the chart Datum line and the water level.

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    (ii) Spring Range (Mean Spring Range)

    The difference in height between MHWS and MLWS.

    (iii) Drying Height

    This is height of a rock or shoal above Chart Datum, and is indicated on achart as an underlined figure e.g 04 shows a drying height of 0.4 m aboveChart Datum.

    Q3

    a) Stare the factors to be considered and the publications to be consultedwhen appraising and planning a landfall for a ocean passage:

    (a) Factors to consider when making a landfall are:

    1. there should be clear obstruction free water, free of strong currents/tidesaround the area of approach;

    2. position fixing methods should have a good mix, and appropriate to theclimatic conditions expected/forecast. The landfall position, once selected shouldbe checked for daylight/night-time and poor visibility approach suitability;

    3. the coastline should have prominent features. Low lying land/islandsshould be avoided where possible, especially approaching them from windward;

    4. traffic density should be minimal where possible;

    5. Lee shores with strong onshore winds to be avoided where possible;

    6. abort points and contingency plans should be planned for.

    Publications to be consulted are:

    1. Charts, including large scale charts (Corrected and up to date),

    2. Admiralty Sailing Directions (Pilot Books),

    3. Admiralty Lists of Lights and Fog Signals,

    4. Admiralty Lists of Radio Aids to navigation;

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    5. Mariners' routeing guides,

    6. Passage Planning Charts,

    7. Current and tidal atlases

    8. Admiralty Tide Tables;

    9. IMO Routing Guide

    c) i) state the effects of the charted local magnetic anomaly (55^ 20 N / 14^45 E).

    The error of the standard (magnetic) compass would be affectedgiving rise to problems maintaining a course if steering by standard compass;

    Any equipment reliant on earths magnetism (such as off course alarms)could be rendered unreliable;

    If the vessel remains in the area for some time, the semi permanentmagnetism of the vessel may be affected.

    (ii) State the meaning of the blue shaded area around Utklippan light.

    It highlights the area inside the 10m contour i.e. an area with a depth of less than10m.

    (iii) State and explain the abbreviation ISO contained in the chartedcharacteristics of Utklippan light:

    Iso is the abbreviation for Isophase meaning the period of light is equal to theperiod of darkness.

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    SQA Oc t 2005:

    Q3:

    a) Explain how the Mariners Routeing Guide, English channel andsouthern north sea Chart 5500 may be used in the preparation of a passageplan:i

    (ans) There are 10 parts to chart 5500, which would be used as follows:

    Passage Planning Using this Guide This give advice on the applicationof Appraisal, Planning, Execution and Monitoring in passage planning;

    Routing: General Rules and Recommendations Covers the applicationof IRPCS Rule 10 and the use of the Deep Water routes;

    Routing: Special Rules and Recommendations informs of the IMOadoption of the TSS schemes, and advises that vessels over 300 GT shouldhave electronic position fixing systems;

    Passage Planning: Special Classes of Vessel gives advice for deep

    draught vessels eg under keel clearances and routes to use, recommendedroutes for vessels carrying dangerous goods and the use of ITZ for sailingvessels under 20m;

    Oil and Dangerous Cargoes: Marine Pollution Gives advice on theMARPOL and reporting requirements for different classes of cargo;

    Radio Reporting Systems applying to through Traffic gives advice onwhere reporting information can be found in ALRS, and the arrival reportingrequirements and contents of the reports for different types of vessel carryingdifferent types of cargo in the various areas;

    Reporting to a Port of Destination in the Area gives the reportingrequirements for ports to be used in the area (e.g. notice of) and where

    information can be found on the requirements (ALRS Vol 6); Maritime Radio Services details on Navigation warnings and weatherbulletins, NAVTEX stations and Traffic surveillance in the area;

    Pilot Services Details on both Deep Sea Pilot and Harbor Pilots

    Tidal Information and Services Co-Range and Co-Tidal information inthe area.

    b) Explain the objective and rationale of ships routeing as outlinedin the IMO publication ship routeing guide and SOLAS chapter V:

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    1.1 The purpose of ships routeing is to improve the safety of navigation inconverging areas and in areas where the density of traffic is great or wherefreedom of movement of shipping is inhibited by restricted sea room, theexistence of obstructions to navigation, limited depths or unfavourable

    meteorological conditions.Ships routeing may also be used for the purpose of preventing or reducing therisk of pollution or other damage to the marine environment caused by shipscolliding or grounding or anchoring in or near environmentally sensitive areas.

    1.2 The precise objectives of any routeing system will depend upon the particularhazardous circumstances which it is intended to alleviate, but may include someor all of the following:

    .1 the separation of opposing streams of traffic so as to reduce the incidence ofhead-on encounters;

    .2 the reduction of dangers of collision between crossing traffic and shipping inestablished traffic lanes;

    .3 the simplification of the patterns of traffic flow in converging areas;

    .4 the organization of safe traffic flow in areas of concentrated offshoreexploration or exploitation;

    .5 the organization of traffic flow in or around areas where navigation by all shipsor by certain classes of ship is dangerous or undesirable;

    .6 the organization of safe traffic flow in or around or at a safe distance fromenvironmentally sensitive areas;

    .7 the reduction of risk of grounding by providing special guidance to vessels inareas where water depths are uncertain or critical; and

    .8 the guidance of traffic clear of fishing grounds or the organization of trafficthrough fishing grounds.

    c) Explain each of the following terms:

    ****(i) Traffic laneAn area within defined limits in which one-way traffic is established. Naturalobstacles, including those forming separation zones, may constitute a boundary.

    ****(ii) Separation zone

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    A zone separating the traffic lanes in which ships are proceeding in opposite ornearly opposite directions; or separating a traffic lane from the adjacent sea area;or separating traffic lanes designated for particularclasses of ship proceeding in the same direction. Shaded Magenta on the chart

    and usually to be avoided.

    (iii) Separation LineA line separating the traffic lanes in which ships are proceeding in opposite ornearly opposite directions; or separating a traffic lane from the adjacent sea area;or separating traffic lanes designated for particularclasses of ship proceeding in the same direction. Shaded Magenta on the chart

    and usually to be kept clear of

    (iv) Inshore traffic zoneA routeing measure comprising a designated area between the landwardboundary of a traffic separation scheme and the adjacent coast, to be used inaccordance with the provisions of rule 10(d), as amended, of theInternational Regulations for Preventing Collisions at Sea, 1972 (CollisionRegulations).

    (v) Precautionary areaA routeing measure comprising an area within defined limits where ships mustnavigate with particular caution and within which the direction of traffic flow maybe recommended.

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    SQA Nov 2005

    Q3(a) As a officer of the watch on a dry cargo vessel of length100m, outline the elements contained in rule 10 of the IRPCS which must betaken in to consideration when appraising and planning a passage through

    or in the proximity of a TSS.(a) This Rule applies to traffic separation schemes adopted by the Organization anddoes not relieve any vessel of her obligation under any other Rule.

    (b) A vessel using a traffic separation scheme shall:(i) proceed in the appropriate traffic lane in the general direction of traffic flow forthat lane;(ii) so far as practicable keep clear of a traffic separation line or separation zone;(iii) normally join or leave a traffic lane at the termination of the lane, but when

    joining or leaving from either side shall do so at as small an angle to the generaldirection of traffic flow as practicable.

    (c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obligedto do so shall cross on a heading as nearly as practicable at right angles to thegeneral direction of traffic flow.

    (d) (i) A vessel shall not use an inshore traffic zone when she can safely use theappropriate traffic lane within the adjacent traffic separation scheme. However,vessels of less than 20 metres in length, sailing vessels and vessels engaged infishing may use the inshoretraffic zone.(ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore traffic

    zone when en route to or from a port, offshore installation or structure, pilotstation or any other place situated within the inshore traffic zone, or to avoidimmediate danger.

    (e) A vessel other than a crossing vessel or a vessel joining or leaving a laneshall not normally enter a separation zone or cross a separation line except:

    (i) in cases of emergency to avoid immediate danger;

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    (f) A vessel navigating in areas near the terminations of traffic separationschemes shall do so with particular caution.

    (g) A vessel shall so far as practicable avoid anchoring in a traffic separation

    scheme or in areas near its terminations.

    (h) A vessel not using a traffic separation scheme shall avoid it by as wide amargin as is practicable.(i) A vessel engaged in fishing shall not impede the passage of any vesselfollowing a traffic lane.

    (b)(i) State in full the charted abbreviations for Bull Point Light:(i) A white light that flashes 3 times in succession during a period of 10seconds. It has an elevation of 47 metres measured between Mean High WaterSprings and the focal plane of the white light. It has a nominal range (in metvisibility of 10 miles) of 25 nautical miles.

    Also A Red sectored light , Fixed (i.e. shines constantly no eclipse)The elevation (described above) is 41 metres and Nominal Range is 12 nauticalmiles.

    The fog signal is a Diaphone which is sounded in restricted visibility.

    (ii) State the meaning of the symbol in position 51^ 31.2 N 4^ 33.7 W:

    (ii) Flood tide sets at approximately 065T with a Mean Spring Rate between2 and 3 knots.

    Ebb tide sets at approximately 245T with a Mean Spring Rate between 2and 3 knots.

    (iii) State the meaning of the green shaded area on the chart: These areintertidal areas which cover and uncover depending upon the Height of Tide.Heights are measured above Chart Datum.

    (iv) State the type of buoy in the position 51^ 24.6 N 3^ 38.4 W A PortHand Lateral Mark, unlit, painted red.

    (v) State which direction a vessel should alter course to if HorseshoeRocks buoy is observed dead ahead: This is a North CardinalMark. The course must be altered to pass to the North of the buoy.

    Q 5:

    (a) - Outline the rationale and objective of forming a bridge teamwhen a vessel is navigating in restricted waters:

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    The Bridge Procedures Guide Edition 4 (2007) paragraph 1.2.5 The BridgeTeam states:

    The bridge team is established so that the most effective use can be made of

    available manpower in order that established work procedures are followed, riskis minimised and ships are navigated safely. All ships personnel who havebridge navigational watch duties will be part of the bridge team. The master andpilot(s), as necessary, will need the support of the team, which will comprise the00W, a helmsman and look-out(s) as required.

    The 00W is in charge of the bridge and the bridge team for that watch, untilrelieved.

    It is important that the bridge team works together closely, both within a particularwatch and across watches, since decisions made on one watch may have an

    impact on another watch.

    The bridge team also has an important role in maintaining communications withthe engine room and other operating areas on the ship

    (b) : State TEN factors that should be considered when determiningthe composition of a navigational watch:

    The Bridge Procedures Guide Edition 3 (1998) paragraph 1.2. Composition ofthe navigational watch under the STCW Code states:

    In determining whether the composition of the navigational watch isadequate to ensure that a proper look-out can he maintained continuously, themaster should take into account all relevant factors including the following:

    o visibility, state of weather and sea;

    o traffic density, and other activities occurring in the area in which the ship isnavigating;

    o the attention necessary when navigating in or near traffic separationschemes or other routeing measures, or within industrially controlled work zones;

    o the additional workload caused by the nature of the ships functions,immediate operating requirements and anticipated manoeuvres;

    o the fitness for duty of any crew members on call who are assigned asmembers of the watch, including compliance with applicable work hourregulations;

    o knowledge of and confidence in the professional competence of the shipsofficers and crew;

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    o the experience of each 00W, arid the familiarity of that 00W with the shipsequipment, procedures and manoeuvring capability;

    o activities taking place on board the ship at any particular time, includingradio communication activities, and the availability of assistance to be summonedimmediately to the bridge where necessary;

    o the operational status of bridge instrumentation and controls, includingalarm systems;

    o rudder and propeller control and ship manoeuvring characteristics;

    o the size of the ship and the field of vision available from the conningposition;

    o the configuration of the bridge, to the extent that such configuration mightinhibit a member of the watch from detecting by sight or hearing any externaldevelopment;

    o any other relevant standard, procedure or guidance relating to watchkeeping arrangements and fitness for duty.

    (Note to Students only 10 of the above bullet points need to be stated in the

    SQA exam)

    (c). : (i) State the specific condition when the officer of the watch may actas the sole lookout:

    STCW states that In certain circumstances of clear daylight conditions theMaster may consider that the OOW may be the sole look-out.

    (c). (ii) Outline the additional factors to be considered when determining ifthe officer of the watch may act as a sole lookout:

    The additional factors to be considered on each occasion are that:

    the OOW has had sufficient rest prior to commencing the watch;

    in the judgement of the OOW, the anticipated workload is well within hiscapacity to maintain a proper lookout and remain in full control of the prevailingcircumstances;

    back up to the OOW has been clearly designated; the OOW knows who will provide that back-up assistance, in whatcircumstances back-up must be called, and how to call it quickly;

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    designated back-up personnel are aware of response times, any limitationon their movements, and are able to hear alarm or communication calls from thebridge;

    all essential equipment and alarms on the bridge are fully functional.

    SQA Mar 2006:

    Q2) a) Explain with the aid of diagram, how the relative positions of theearth, sun and moon influence the tidal ranges experienced.

    The main factors causing tides are the combined effect of the gravitational forces

    exerted on the earth by the moon and also, by the sun and are combined with thecentrifugal forces produced by the revolution of the earth and moons orbit aroundthe earth to cause tides.

    The difference in the gravitational and centrifugal forces exerted on the earth'ssurface by the moon causes water to pile up towards the moon and also, in thehemisphere opposite to the moon.

    Figure 1

    Spring tides

    The tides with maximum range are known as Spring tides - they occur atfortnightly intervals. ' "

    Figure 2 represents the relative positions of the sun and moon at spring tides,when the tidal generating forces of the sun and moon act together producing thehighest high tide and the lowest low waters.

    The moon is at conjunction (New Moon) or opposition (Full Moon).

    *P

    Moon

    LW

    LW

    HW HW

    Point A

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    Figure 2

    Neap tides

    The tides with minimum ranges are known as Neap tides - they also occur atfortnightly intervals.

    Figure 3 represents the relative positions of sun and moon at neap tides when

    the tidal generating forces are acting at right angles to each other, so thateffectively a lower high water and a higher low water is produced. . These forcesof the Sun relative to the moon are in the approximate ratio 7: 3.

    The moon is said to be at quadrature.

    Figure 3

    SunEarth

    1st Quarter

    2nd Quarter

    SunEarth

    Opposition

    Full Moon New Moon

    Conjunction

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    Q2) b) i) Explain the reliability of the tidal information contained in theAmiralty Tide Tables.

    The reliability of tidal predictions is dependent upon:

    (i) The methods of prediction that were used in the calculation thelonger the period over which the observations were made, the more accurate thedata will be for the seasonal changes in meteorological conditions for instance.

    (ii) How recent the tidal observations were made. For example, overthe years mean sea level changes. The more recent the observations the moreaccurate the tidal prediction information will be.

    Q2) b) ii) State reasons for possible discrepancies between published tidalheights/time and actual tidal heights/times experienced:

    (c) The discrepancies between predicted and observed heights and times canbe caused by:

    (i) Meteorological Conditions:

    Changes in barometric pressure

    Effects of Wind

    Seiches

    Storm Surges

    (ii) Shallow Water Effects

    (iii) Seasonal Variations:

    in Mean Level

    Harmonic Constants

    Q3: a) State Ten factors to be considered under the appraisal stage whendetermining the choice of route:

    Ten factors to consider when passage planning are:

    currents ( directions and rate of set ) ; tides ( times, height, direction and rate);

    draft of vessel during the various stages of the intended passages

    including under keel allowances for areas where squat may be experienced:

    advice and recommendations given in the sailing directions;

    navigational lights ( characteristics, range, arc of visibility and anticipated

    luminous range);

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    navigational marks (anticipating both their radar and visual detection

    ranges);

    traffic separation, and mandatory and voluntary routeing and reporting

    schemes;

    radio aids to navigation, availability of coverage and degree of accuracy at

    each stage of the passage and availability of DGPS if used;

    navigational warnings affecting the area;

    location of ferry routes, especially where high speed craft may be

    encountered ;

    climatological data affecting the area; and

    vessels manoeuvring data.

    (Note to Students10 of the above list should be selected stating more than

    10 will only result in the first 10 of your answers being marked by SQA!)

    Q3: b) State 5 factors that would influence the margin of safety whenundertaking the planning stage of Voyage Plan:

    Five factors influencing the margin of safety are:

    The manoeuvrability of the vessel in the expected load and weather

    conditions

    The condition of the vessel and her equipment

    The quantity, availability and experience of the navigating officers/watch

    keepers

    The availability, reliability, quality and quantity of position fixing methods,

    and the ability to cross check different methods

    Company/Masters Standing Orders and SMS requirements

    Q3: c) State with reasons 5 factors to be considered under the executionstage of a Voyage Plan:

    Five factors to be considered during the execution stage are:

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    The reliability and condition of the ships navigational equipment the

    better and more reliably the vessels position can be fixed allows greater

    flexibility in how it is navigated about dangers.

    Estimated times of arrival at critical points for tide heights and flow there

    may be times when the direction and/or speed of the tide makes navigation

    hazardous, therefore it must be planned to avoid these times.

    Meteorological conditions, particularly areas known to be affected by fog

    this will influence the safe speed at which the vessel can be navigated.

    Daytime versus night-time passing of danger points availability of

    different navigation aids that are best used during the day or night will influence

    whether a day or night passage is required e.g. good leading lights may influencea night passage through traffic conditions, especially at navigational focal points

    that hazardous area.

    Traffic conditions, especially at navigational focal points heavy traffic and

    Traffic Separation Systems may require the vessel to come to Stand-by, and

    slow the vessel to manoeuvring speed or less. This will affect speed, ETAs and

    manning requirements where a helmsman/extra lookouts are required.

    Q3: d) State with reasons 5 factors to be considered when considering themonitoring stage of voyage plan:

    (d) Five factors to be considered during the monitoring stage are:

    The vessels progress along the planned track must be monitored all times

    this ensures that the vessel is in a safe position, is heading in a safe direction,

    and is making good the required speeds so that she will meet the required ETAs

    for critical parts of the voyage. If the position cannot be fixed then the Master is to

    be informed immediately.

    The performance of navigational equipment should be checked prior to

    sailing, prior to entering restricted or hazardous waters and at regular intervals at

    other times throughout the voyage this ensures that the availability accuracy

    and reliability of each piece of equipment is known, and therefore the reliance

    that can be placed on it.

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    Advantage should be taken of all navigational equipment with which the

    vessel is fitted for position monitoring using all available means of fixing allows

    the navigator to cross check the different methods which gives an idea of how

    much reliance can be placed on the various methods at that time. It will also give

    an indication of the quality of the position fixing.

    Each time the vessel is fixed and marked on the chart in use, the

    estimated position at a convenient interval of time in advance should be projected

    and plotted this allows the navigator to estimate when he will arrive at different

    points, e.g what time the vessel will arrive at the next alteration of course.

    Radar can be to advantage in monitoring the position of the vessel by the

    use of parallel indexing this is another method that can be used to guagewhether the vessel is on track, how far it is off track, and whether it is heading

    into danger if Not More Than/Not Less Than lines are also used as a form of

    clearing ranges.

    Q5: b) As a OOW state the actions that should be taken if a celestialobservation indicated that the gyro compass was in error by 15^ High:On discovering a 15 gyro error the following would be carried out:

    Call the Master

    Confirm the safety of the vessel with reference to position/heading

    Change to Hand Steering using the Magnetic Compass

    Change Radar to Ships Head up display

    Compare the repeater used for the observation with the Master Gyro

    Compare the two gyro compasses

    Check the Latitude/Speed inputs for Sperry type Gyros

    Compare the Gyro to Magnetic Compass course difference to the one firstfound on altering to that course to see if it has changed

    Re-check calculations and hat the correct body has been used (e.g. mis-

    identification of a star) Take a new observation and perform a new calculation

    Check previous errors in the Compass Error Book

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    SQA July 2006:

    Q3) Chart 5072

    A vessel on passage from Trelleborg to Povoo, finland is to pass throughthe Bronsholmsgat, through the appropriate lane int eh TSS at olands SodraGrund, and on to Porvoo

    (a) List six publications to be consulted to appraise the section of the

    passage from Trelleborg to the TSS:

    Six publications to consult when planning this passage are:

    appropriate scale, accurate and up-to-date charts to be used for theintended voyage or passage corrected using relevant permanent or temporarynotices to mariners;

    existing radio navigational warnings;

    accurate and up-to-date sailing directions;

    accurate and up-to-date lists of lights;

    accurate and up-to-date lists of radio aids to navigation;

    current and tidal atlases;

    current tide tables;

    IMO Routing Guide;

    (Note to Students 6 of the above list should be selected stating morethan 6 will only result in the first 6 of your answers being marked by SQA!)

    (b)State the methods of position monitoring that will be utilized for each ofthe following parts of the passage: Themethods of position monitoring are:

    (i) From Trelleborg to Bornsholmsgat:

    Transit astern using the lighthouses on departure

    Visual bearings of: Trelleborg Lighthouse

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    Kullagrund Lighthouse

    Ystad Lighthouse (if visible)

    Sandhammaran Lighthouse

    Radar Ranges of: Trelleborg Lighthouse (Racon)

    Kullagrund Lighthouse

    Abbekas Point

    Revnabben Point

    Kasehuvud Point

    (ii) Through Bornsholmsgat:

    Visual bearings off: Sandhammaran Lighthouse

    Hammeren Lighthouse

    Hammerode Lighthouse

    Simrishhamn Lighthouse

    Radar Ranges off: Hammerode Point

    (iii) From Bornsholmsgat to the TSS:

    Visual bearings off: Christianso Lighthouse

    Simrishhamn Lighthouse

    Utklippan Lighthouse (if visible)

    Olands Sodra Grund Lighthouse

    Olands Sodra Udde Lighthouse

    Radar Ranges off: Christianso Island

    Utklippan Lighthouse

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    Hano Island

    Olands Sodra Grund Lighthouse

    Olands Sodra Udde Point

    (c)On appraising the passage it has been determined that if the vesselused the inshore traffic zone adjacent to the TSS the saving in distancewould enable the vessel to berth on arrival, otherwise the berth would beoccupied by another vessel. Discuss the feasibility of using the inshoretraffic zone:

    Rule 10 if the IRPCS states:

    (d) (i) A vessel shall not use an inshore traffic zone when she can safely use theappropriate traffic lane within the adjacent traffic separation scheme. However,vessels of less than 20 metres in length, sailing vessels and vessels engaged infishing may use the inshore traffic zone.

    (ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore trafficzone when en route to or from a port, offshore installation or structure, pilotstation or any other place situated within the inshore traffic zone, or to avoidimmediate danger.

    Since neither the vessel nor the passage planned conform to the exceptions tothe rule, then the vessel MUST use the appropriate traffic lane unless the vesselhas to avoid immediate danger.

    (d)State two publications that may be used to determine if a TSS has beenadopted by the IMO

    The adoption of a TSS can be found in:

    IMO Routing GuideSailing DirectionsThe appropriate BA chart

    (Note to Students 2 of the above list should be selected stating morethan 2 will only result in the first 2 of your answers being marked by SQA!)

    Q4) C)State 8 navigational properties of a Mercator chart:

    Theproperties of a Mercator Chart are:

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    The chart is 'ORTHOMORPHIC' i.e. .the shape depicted on the chart is

    the same as the shape of the land on the Earth.

    All meridians lie vertical, are equidistant and parallel straight lines.

    All parallels of Latitude are horizontal, parallel straight lines and lie at right

    angles to the meridians

    All RHUMB lines appear as straight lines crossing meridians at equal

    angles.

    Every Latitude has a different scale of distance

    Q5) The officer of the watch on the bridge of a ship, steering 143 T atspeed 14 knots observes a man fall overboard from the port side of thefocsle:

    Since the casualty is still visible, then the Single Turn can be performed which ispreferable to the Williamson Turn. This manoeuvre returns the vessel to thecasualty much more quickly and creates an excellent lee in which to launch therescue craft, but relies on the casualty remaining visible.

    Immediate actions are:

    Wheel put in Hand steering (Man on the wheel) and hard over to Portordered (towards the casualty)

    Release MoB Lifebuoy ensuring the smoke float is activated

    Lookouts posted

    Call Master

    Sound 3 long blasts on the ships whistle and alarm systems

    Engines to Standby and reduce speed

    Position (and Time) recorded (MoB activated on ECDIS/GPS)

    Hoist O Flag

    Subsequent actions are:

    Complete single turn to a course of approximately 233T

    Prepare the rescue craft,

    Muster and brief the boat crew

    Slow the vessel to a safe speed to launch the rescue craft

    Guide Rescue craft towards the casualty using VHF/Flags

    Rig searchlights at night

    Have blankets and 1st

    Aid Kits to hand to receive the casualty

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    Prepare the hospital to receive the casualty

    Once the rescue craft is away, manoeuvre the vessel to create a lee torecover the rescue craft

    Send Pan Pan message to vessels in the vicinity if the casualty visible,

    Mayday message if casualty is lost and assistance is required If casualty is lost commence expanding square/sector search

    SQA OCT 2006

    Q2: A) With reference to the Pacific and Atlantic Ocean Admiralty TideTables state the circumstances when intermediate tidal heights may not befound by the use of the standard curve and Part ii correction tables.

    The Pacific Curves cannot be used if:

    the duration is less than 5 hours;

    Ithe duration is greater than than 7 hoursp;

    there is shallow water effect;

    the tables require the use of Harmonic Constants.

    Q3: Chart 5056A coastal passage from Portland Harbour to Exmouth pilot station is

    being appraised:

    (a) Outline the type of information that could be extracted from the sailing

    directions to assist the mariner in appraising this passage: The

    following could be extracted from the Sailing Directions which could be used in

    the appraisal stage of Voyage Planning:

    Meteorological/Climatic information

    Current and Tidal Information

    Navigational Hazards

    Navigational aids/marks

    Navigational advice for entering/leaving harbours

    Sketches/photographs of the ports/coastal features

    Berth information/directions

    Facilities available within the port e.g. Pilotage, repair yards, anchorages

    etc

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    (b) State 6 other publications that should be consulted as part of the

    appraisal process:

    Six publications to consult when planning this passage are:

    appropriate scale, accurate and up-to-date charts to be used for theintended voyage or passage corrected using relevant permanent or temporarynotices to mariners;

    existing radio navigational warnings;

    accurate and up-to-date lists of lights;

    accurate and up-to-date lists of radio aids to navigation;

    current and tidal atlases;

    current tide tables;

    IMO Routing Guide;

    (Note to Students 6 of the above list should be selected stating morethan 6 will only result in the first 6 of your answers being marked by SQA!)

    (c)The Portland Harbour met office has issued the following forecastWind South-East force 5, showers, visibility poor. Draught of vessel 3m.

    Poor visibility is generally between 1 to 3 miles.

    (i) Passing to the West of the Shambles Bank:Advantages:

    Shorter more economical route

    Good parallel indexing off Portland and Portland Bill

    Powerful light at Portland Bill able to pierce restricted visibility Dangersof the Shambles highlighted by the Fixed Red light

    Shambles well marked by the West Cardinal Buoy

    Water in the channel deep over 20m

    Disadvantages

    Narrow Passage between the Shambles and Portland not much room incase of engine breakdown/steering gear failure etc or navigational error

    Radar image of the buoy/Portland may be obscured during heavyshowers making monitoring difficult

    Rapid tidal rate/tide rips may be problematic for slow or small vessels

    (ii) Crossing over the Shambles Bank:

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    Have the crew been warned to avoid the upper deck areas madedangerous by the weather?

    Have safety lines/hand ropes been rigged where necessary?

    Have instructions been issued on monitoring weather reports?

    Q5: c) While on passage the vessel is to transit an area of offshoreinstallations, Explain 5 bridge operational factors that should be consideredby the OOW prior to a vessel entering an area of the offshore installations.

    Five items to be considered are:

    Have the engines on Standby, the helm in hand steering and the vesselready for immediate manoeuvre

    Keep at least 500m from any installations

    Be vigilant of day signals/ lights for vessels that might be Restricted intheir Ability to Manoeuvre e.g. whilst anchor handling and Supply Vessels making

    an approach on the rigs Underkeel clearance may be reduced by wellheads and underwaterpipelines

    Do not anchor in areas where there are pipelines they may not be on thechart yet due to having just been layed

    Possible magnetic anomalies around the pipelines

    Rigs may not be where charted not yet recorded on Riglists

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    SQA Dec 2006

    Q2:Assuming the sea level shown represents MHWN on worksheet Q2mark and clearly lable the relative levels for each of the following:

    a) MHWSb) MLWSc) MLWN

    Mark and clearly label each of the following:

    a) Charted sounding

    b) Drying heightc) Charted height of lightd) UKCe) Air draught

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    Q3: As part ofa voyage a vessel is to undertake a passage through theEnglish Channel and Dover Straits:

    (a) Explain how the Mariners Routeing Guide, English Channel andSouthern North Sea, chart 5500 may be used in the preparation of thispassage:

    There are 10 parts to chart 5500, which would be used as follows:

    Passage Planning Using this Guide This give advice on the applicationof Appraisal, Planning, Execution and Monitoring in passage planning;

    Routing: General Rules and Recommendations Covers the applicationof IRPCS Rule 10 and the use of the Deep Water routes;

    Routing: Special Rules and Recommendations informs of the IMO

    adoption of the TSS schemes, and advises that vesasels over 300 GT shouldhave electronic position fixing systems;

    Passage Planning: Special Classes of Vessel gives advice for deepdraught vessels eg underkeel clearances and routes to use, recommendedroutes for vessels carrying dangerous goods and the use of ITZ for sailingvessels under 20m;

    Oil and Dangerous Cargoes: Marine Pollution Gives advice on theMARPOL and reporting requirements for different classes of cargo;

    Radio Reporting Systems applying to through Traffic gives advice onwhere reporting information can be found in ALRS, and the reportingrequirements and contents of the reports for different types of vessel carryingdifferent types of cargo in the various areas;

    Reporting to a Port of Destination in the Area gives the reportingrequirements for ports to be used in the area (e.g. notice of arrival) and whereinformation can be found on the requirements (ALRS Vol 6);

    Maritime Radio Services details on Navigation warnings and weatherbulletins, NAVTEX stations and Traffic surveillance in the area;

    Pilot Services Details on both Deep Sea Pilot and Harbour Pilots

    Tidal Information and Services Co-Range and Co-Tidal information inthe area.

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    (b)Explain how each of the following publications would be used in the

    appraisal stage of the passage plan: (i)

    Tidal Stream Atlas

    This contains the directions and the strengths (Neaps and Springs) of the tidal

    streams to be expected in a sea area (e.g the English Channel). Used with the

    tide tables for the nominated port, the directions and rates for the predicted range

    can be calculated more accurately using the computation table at the front. This

    information is given at hourly intervals for High Water and the six preceding and

    six successive hours. More precise information can be obtained using the

    chartlets provided in some volumes, and the Co- Range and Co-Tidal diagrams

    can be used to calculate underkeel clearances.

    (ii) Admiralty Sailing Directions

    The following could be extracted from the Sailing Directions which could be used

    in the appraisal stage of Voyage Planning:

    Meteorological/Climatic information

    Current and Tidal Information

    Navigational Hazards

    Navigational aids/marks

    Navigational advice for entering/leaving harbours

    Sketches/photographs of the ports/coastal features

    Berth information/directions

    Facilities available within the port e.g. Pilotage, repair yards, anchorages

    etc

    (iii) Admiralty List of Light and Fog Signals

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    This contains the name, position, characteristics, elevation, appearance, height,

    and details of any Fog Signals that may be sounded. This would be used to help

    with recognition of the light in daylight, and gives the details of arcs of visibility.

    These are updated by the Weekly Notices to Mariners, so if a light was

    Temporarily destroyed for instance, this would be noted.

    (c)Contained on chart 5500 is a co Tidal and Co Range diagram, explainwhy this diagram may be of use in the Execution stage of the passage plan:

    It is used to calculate theand compare the Mean Spring Range (MSR) and the Mean High Water Interval(MHWI) for the location and the Standard Port so that the differences can becalculated and used to calculate the times and heights for the position required.This would be used in shallow waters so that deep draught vessels can have

    their underkeel clearances can be calculated.

    Since the HW moves with the movement of the moon, the movement of the HWcan also be calculated and plotted so that the vessel can, in some instanceschase the HW along the English Channel to maximize underkeel clearance.

    Q5 B)

    As OOW state the actions that should be taken if a celestrial observationusing the magnetic compass indicated that the deviation was 10^ W greaterthan the deviation card showed for that ships head:

    (b) The compass deviation is in error the OOW must:

    Call the Master

    Ensure that the vessel is in a safe position/on a safe heading

    Put the steering in hand

    If having difficulty maintaining a course vessels in the vicinity to beinformed

    Check previous observations in Compass Record Book

    Check the chart for magnetic anomalies Does the cargo have magnetic properties?

    Check the calculations

    Check that the correct celestial body was identified

    Perform a fresh calculation

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    SQA Mar 2007

    Q3) SOLAS chapter V requires a Master to have in place a Voyageplan prior to the commencement of a passage.

    (a)State 10 factors to be considered when undertaking the appraisal stage

    when determining the choice of route:

    Ten factors to consider when passage planning are:

    currents ( directions and rate of set ) ;

    tides ( times, height, direction and rate);

    draft of vessel during the various stages of the intended passages including

    under keel allowances for areas where squat may be experienced:

    advice and recommendations given in the sailing directions;

    navigational lights ( characteristics, range, arc of visibility and anticipated

    luminous range);

    navigational marks (anticipating both their radar and visual detection ranges);

    traffic separation, and mandatory and voluntary routeing and reporting schemes;

    radio aids to navigation, availability of coverage and degree of accuracy at each

    stage of the passage and availability of DGPS if used; navigational warnings affecting the area;

    location of ferry routes, especially where high speed craft may be encountered ;

    climatological data affecting the area; and

    vessels manoeuvring data.

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    (b) State 4 factors to be considered when undertaking the planning stage to

    determine an appropriate distance to pass off a headland:

    Four factors influencing the margin of safety off a headland are:

    The manoeuvrability of the vessel in the expected load and weather conditions

    The condition of the vessel and her equipment

    The quantity, availability and experience of the navigating officers/watchkeepers

    The availability, reliability, quality and quantity of position fixing methods, and the

    ability to cross check different methods

    Company/Masters Standing Orders and SMS requirements

    (c)Outline 4 factors to be considered when undertaking the monitoringstage when determining the primary and secondary means of positionmonitoring for a coastal passage:

    Four factors to consider when deciding what to use for primary andSecondary Means of Fixing when Coasting are:

    The expected met visibility for visual fixing

    The rainfall which could affect both visual fixing but also radar detection inheavy showers,

    The topography of the coast and its suitability for using Radar to measureranges,

    The availability of GPS/DGPS and other means of electronic navigation inthat area to back up the above

    (d)Outline 4 factors to be considered when undertaking the moniteringstage when determining the frequency of a position fixing: Fourfactors to consider fixing intervals are:

    The speed of the vessel;

    The proximity of navigational dangers, The prevailing weather conditions

    The effects of the tides and currents

    The accuracy and reliability of the means of fixing available

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    SQA Ju ly 2007

    Q3)

    (a) Explain the objective and rationale of ships routeing, as outlined in theIMO publication Ship Routeing Guide and SOLAS Chap V. 1.1

    The purpose of ships routeing is to improve the safety of navigation inconverging areas and in areas where the density of traffic is great or wherefreedom of movement of shipping is inhibited by restricted searoom, theexistence of obstructions to navigation, limited depths or unfavourablemeteorological conditions.Ships routeing may also be used for the purpose of preventing or reducing therisk of pollution or other damage to the marine environment caused by shipscolliding or grounding or anchoring in or near environmentally sensitive areas.

    1.2 The precise objectives of any routeing system will depend upon the particularhazardous circumstances which it is intended to alleviate, but may include someor all of the following:

    .1 the separation of opposing streams of traffic so as to reduce the incidence ofhead-on encounters;

    .2 the reduction of dangers of collision between crossing traffic and shipping inestablished traffic lanes;

    .3 the simplification of the patterns of traffic flow in converging areas;

    .4 the organization of safe traffic flow in areas of concentrated offshoreexploration or exploitation;

    .5 the organization of traffic flow in or around areas where navigation by all shipsor by certain classes of ship is dangerous or undesirable;

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    .6 the organization of safe traffic flow in or around or at a safe distance fromenvironmentally sensitive areas;

    .7 the reduction of risk of grounding by providing special guidance to vessels in

    areas where water depths are uncertain or critical; and

    .8 the guidance of traffic clear of fishing grounds or the organization of trafficthrough fishing grounds.

    (b) State a publication other than the Ships Routeing Guide that can be

    used to determine if a particular TSS has been adopted by the IMO

    BA Charts

    Sailing Directions

    Annual Summary of Notices to Mariners

    (c)Explain each of the following:(i) Traffic lane

    An area within defined limits in which one-way traffic is established. Naturalobstacles, including those forming separation zones, may constitute a boundary.

    (ii) Separation zoneA zone separating the traffic lanes in which ships are proceeding in opposite ornearly opposite directions; or separating a traffic lane from the adjacent sea area;or separating traffic lanes designated for particular classes of ship proceeding in

    the same direction. Shaded Magenta on the chart and usually to be avoided.

    (iii) Separation LineA line separating the traffic lanes in which ships are proceeding in opposite ornearly opposite directions; or separating a traffic lane from the adjacent sea area;or separating traffic lanes designated for particular classes of ship proceeding inthe same direction. Shaded Magenta on the chart and usually to be kept clear of

    (iv) Inshore traffic zoneA routeing measure comprising a designated area between the landward

    boundary of a traffic separation scheme and the adjacent coast, to be used inaccordance with the provisions of rule 10(d), as amended, of the InternationalRegulations for Preventing Collisions at Sea, 1972 (Collision Regulations).

    (v) Precautionary areaA routeing measure comprising an area within defined limits where ships mustnavigate with particular caution and within which the direction of traffic flow maybe recommended.

    Q5) (a) ii)

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    State 6 other items of bridge equipment that the OOW should checkevery watch during an Ocean Passage:

    Items of other Bridge equipment to be checked during an Ocean Passage

    include:

    Gyro Repeaters synchronisation

    Magnetic Compass Error/Deviation

    Steering in Hand function

    Radar Performance

    AIS function

    VHF Function

    GMDSS equipment function

    GPS/Electronic Fixing aids cross check & function

    Nav lights function

    Whistle function Met equipment function (Wet & Dry thermometers, Precision AneroidBarometer, Barograph)

    Q5(b) : The merchant shipping (distress signals and prevention ofcollision) regulations 1996, contains factors to be considered whendetermining a safe speed for a vessel.

    Explain why each of the following factors are to be considered:

    (i) At night the presence of background light such as from shore lights orfrom back scatter of her own lights: Backscattercan make it difficult to see lights and other objects at night. The speed of thevessel needs to be adjusted so that lights and other objects can be seen inreasonable time to allow the appropriate actions required by the IRPCS to takeplace.

    (ii) The characteristics, efficiency and limitations of the radar equipment:S band and X band radars are have different abilities to detect objects in

    different conditions at different ranges. A vessel may have blind and/or shadow

    sectors which makes detection difficult. Due to age/ condition, a radar set maylose performance. All these may affect the range at which objects are detected,therefore the speed needs to be adjusted to take these into account.

    (iii) The more exact assessment of the visibility that may be possible whenradar is used to determine the range of the vessel or other objects in thevicinity: Whenan object is first observed visually, its range can be found using radar. This givesthe Navigator a more exact assessment of the visibility than by estimation. The

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    vessels speed needs to be adjusted according to the range at whichobjects/vessels are detected. This can therefore be done with greater accuracy.

    SQA Oc t 2007

    Q4)(c) Explain why the dlong between two points on a parallel of latitudecannot be used as a linear measure. TheDLong between two points can only be used as a unit of linear measure if bothpoints are at the equator, since 1 minute of longitude is equal to one nauticalmile.

    At latitudes other than the equator the distance between the meridians passingthrough the points decreases by the cos of the latitude and so is not constant. It

    cannot therefore be used as a linear measure.

    Q5)

    (a) With reference to the Bridge Procedure Guide, list the 10circumstances when the master must be called: Checklist B13 ofEdn 4 (2007) of the Bridge Procedures Guide States:

    The OOW should notify the Master immediately:

    if restricted visibility is encountered or expected

    if traffic conditions or the movements of other ships are causing concern

    if difficulties are 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 a change insoundings occurs

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    of breakdown of the engines, propulsion machinery remote control,steering gear or any essential navigational equipment, alarm or indicator

    if the radio equipment malfunctions

    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 a derelict

    if any vessel security concerns arise

    in any other emergency or if in any doubt

    (b) State 10 other checklists contained in section B of the Bridge

    Procedure Guide(c) Ten checklists from section B include:

    B1 Familiarisation with bridge equipment

    B2 Preparation for sea

    B3 Preparation for arrival in port

    B4 Pilotage

    B5 Passage plan appraisal

    B6 Navigation in coastal waters

    B7 Navigation in ocean waters

    B8 Anchoring and anchor watch

    B9 Navigation in restricted visibility

    B10 Navigation in heavy weather or in tropical storm areas

    B11 Navigation in ice

    B12 Changing over the watch

    B14 Pre-operational DP checklist

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    SQA Nov 2007

    Q3) A vessel anchored in position 36^42 S 175^40E is to proceed to

    Auckland harbour, berthing at the general cargo wharf, the passage will be

    undertaken during daylight, good visibility, wind Sly force 5.

    (a)(i)The admiralty sailing directions will be used in the appraisal.

    State 8 topics of information contained in this publication:

    The following could be extracted from the Sailing Directions which could

    be used in the appraisal stage of Voyage Planning:

    Meteorological/Climatic information

    Current and Tidal Information

    Navigational Hazards

    Navigational aids/marks

    Navigational advice for entering/leaving harbours

    Sketches/photographs of the ports/coastal features

    Berth information/directions

    Facilities available within the port e.g. Pilotage, repair yards, anchorages

    etc

    (ii) State the 2 charts that should be used to appraise the passagethrough Auckland approach channel and to the berth:

    The two charts that could be used are:

    NZ 5322

    NZ 5321

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    Motutapu Island Light (when visible)

    Lighthouse W of Rangitoto Island

    Radar Ranges off: MotuhoropapaIsland

    Billy Goat Point

    Tatarata Point

    Closest parts of Rangitoto Islan

    SQA Mar 2008

    Q3) The OOW of the ship, outward bound from Wellington Harbour isplanning a passage from the pilot station , through Cook Strait to awaypoint at ---------- The passage is to be executed during daylight.

    (a) State 5 publications that would be consulted to appraise this passage:(Note to students - Your answer should include any five from these)

    Sailing DirectionsAdmiralty List of Lights & Fog SignalsAdmiralty List of Radio Signals

    Current AtlasTidal Stream AtlasTide Tables

    (b)Identify the charted dangers of this passage:Chart Symbols warning of: Overfalls, Tide Rips or Races;

    Eddies;

    Rocks.

    Chart Notes warning of: Magnetic disturbance causing deviation changes inthe magnetic compass in areas of power cables;

    Karori Rip fast currents;

    Crossing Traffic in the way of ferries;

    Weather conditions may considerably change the predicted currents.

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    (c)Identify the methods and charted features that would be used tomonitor this passage: VisualTransits of the Light-houses in transit (Q and Iso WRG) - visual bearing andcompass error on departure;

    Pencorow Hd Light-house Visual bearings;

    Boring Hd Light-house Visual Bearings

    Sinclair Head Radar ranges

    Tongue Point Light-house Visual Bearings

    Oleranga Bay Light-house Visual bearings and Radar ranges

    Ohau Point Lighthouse Visual bearings and Radar ranges

    Run Under Point Light-house Visual bearings

    Brothers Light-house Visual bearings and Radar ranges

    Mana Island South point Radar ranges and bearings.

    Q5)(a) With reference to MGN 315, Keeping a Safe Navigational Watch onMerchant Ships, and MSN 1767, Hours of Work, Safe Manning andWatchkeeping revised Provisions from Sep 2002 , state each of thefollowing:

    (i) The 3 specified items that the OOW should ensure before handing overthe watch: Whenhanding over the watch the OOW shall:

    ensure that the members of the relieving watch are fully capableof performing their duty

    ensure that the vision of the relieving watch is fully adjusted tothe light conditions

    ensure that all standing orders and the Masters night orders arefully understood

    (MGN 315 Paragraph 6.1)

    (ii) The 2 specified instances when the OOW should not handover the watch to the relieving officer: The OOWshall not hand over the watch:

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    if there is reason to believe that the relieving officer is not capable ofcarrying out the watch-keeping duties effectively in which case the Mastershould be notified;

    when a manoeuvre is in progress until such action has been completed.

    (MGN 315 Paragraph 6.2)

    (iii) The minimum rest time, unless an exceptional circumstance,during a 24 hour period: The minimum restperiod in any 24 hour period is 10 hours. This shall not be split into more than 2periods.

    (MSN 1767 Paragraph 3.2)(MGN 315 Paragraph 4.1)

    (iv) The minimum length of at least one of the daily rest period: One ofthe periods should be at least 6 hours long, with an interval between notexceeding 14 hours.

    (MSN 1767 Paragraph 3.2)(MGN 315 Paragraph 4.1)

    b)

    An OOW obtains a ship position derived by celestrial observation which Is20 NM to the south of the DR position. After having checked thecalculations and plotting of the sights the OOW can find no error. State theactions required by the OOW:

    Actions of the OOW should be:

    Call the Master

    Ensure that the vessel is safe in and continuing from either position.

    Perform another sight and/or use another form of fixing to cross-check the original sight eg GPS

    (c) State 5 instances when the error of the ships compass should beobtained: Thecompass error should be obtained if:

    Once a watch when no major alterations of course take place

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    After any major alteration of course

    When entering or leaving restricted waters

    When entering or leaving an area of magnetic anomaly

    If the OOW has any doubts as to its reliability

    (d) State the means of communication with the emergency steeringposition in the steering flat in the event of a total power failure of the shipstelephone system:

    Sound powered telephone

    Talk back system

    VHF/UHF portable radio

    Messenger if applicable to that ship

    SQA Ju ly 2008

    Q3) A passage through several restricted waters is being planned.

    a) With reference to a vessels manoeuvring characteristics explaineach of the following:(i) Tactical advance

    Distance travelled by the centre of gravity in the direction of the original courseuntil a point where the vessel has altered her course by 90.

    Total advance

    The total distance travelled by the centre of gravity in the direction of the originalcourse.

    (ii) Transfer

    The distance travelled by the centre of gravity measured perpendicular to thedirection of the original course.

    (iii) Wheel Over Position

    The position at which the course alteration is initiated

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    (b) show, using a labelled diagram, how the above information may bepresented on the bridge of a ship:

    (c) State 4 additional items of information that should be presented with themanoeuvring data:

    (Note to Students - any 4 of the answers listed below are acceptable answers)

    (i) Approach Speed(ii) Rudder Angle

    (iii) Draughts, or Load/Ballast Condition(iv) Weather (wind speed & direction)(v) Underkeel Clearance

    (d) (i) Clearing Bearing

    A minimum or maximum bearing of a given object which must not be crossed ifthe vessel is to remain on a safe track. This is mainly used for coastal navigationvisual, but can also be used for blind pilotage ie radar.

    (ii) Leading Lights

    Two lights at different ranges which have to be kept in a vertical line to keep thevessel on a safe track. This is frequently used for entering and leaving port.

    (iii) Cross Track Limit

    The maximum perpendicular distance that a vessel may safely be from theplanned track. This is mainly used in conjunction with GPS

    Original Course

    Advance

    TransferWheel Over

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    (iv) Abort Position

    The Point of No Return. The position along a given track which is the lastchance for the vessel to abort the manoeuvre passing between two breakwaters.

    Once passed the abort position is passed the distance to the hazard is less thanthe turning circle and stopping distance, so the vessel is committed to therequired manoeuvre.

    Q5: b):

    State 5 instances when the officer of the watch should check the gyro andmagnetic compass error:

    The compass error should be obtained if:

    Once a watch when no major alterations of course take place

    After any major alteration of course

    When entering or leaving restricted waters

    When entering or leaving an area of magnetic anomaly

    If the OOW has any doubts as to its reliability

    SQA OCT 2008Q3: With reference to chart 5046

    A ship outward bound from Boulogne is to cross the NNE boundtraffic lane so as to enter the SW bound traffic lane. It is intended that the

    ship will pass 0.4 mile to the north of ZCI buoy at 0825 hrs UT, 10

    th

    November.A) Calculate the predicted tidal stream, using the nearest tidal diamond:

    From Tide Tables using Dover

    Time HeightLW 08.25 1.5m HW Height 6.1m

    HW 13.23 6.1m LW Height -1.5mPred Range 4.6m

    Spring Range 5.9mNeap Range 3.3m

    HW Time 13.23Reqd Time 08.25Interval +4h58m before HW

    Therefore taking 5h before will give a tidal stream good for between 07.53hrs to08.53hrs which 08.25 hrs lies between.

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    To Calculate the Rate

    From the Charted Tidal Diamond Diagram

    The nearest Tidal Diamond is L

    5h before HW Dir Sp Np200 T 2.0kts 1.1kts

    4.6

    5.9 3.3

    2.0 kts 1.1 kts

    2.0 ( 1.3 x 0.9) = 1.55kts(2.6 )

    1.6 knots

    The Predicted Tidal Stream is 200 T at 1.6 knots

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    (b) A northerely wind is causing 3^ leeway. State the true course to steer tocomply with the rule 10c of the international regulations for prevention ofcollisions at sea as regards to crossing the NNE bound traffic lane: Rule 10 (c) states

    A vessel shall, so far as practicable, avoid crossing traffic lanes but ifobliged to do so shall cross on a heading as nearly as practicable at rightangles to the general direction of traffic flow.

    From the Chart

    The direction of flow is 015 T

    The course at right angles to the direction of flow for that sectionwould therefore be 285 T

    (c) The ship will need to cross the separation zone prior to enteringthe SW bound traffic lane, state the TWO other circumstances when avessel may enter the separation zone: Rule 10 (e)states

    A vessel other than a crossing vessel or a vessel joining or leaving a lane shallnot normally enter a separation zone or cross a separation line except:

    (i) in cases of emergency to avoid immediate danger;

    (ii) to engage in fishing within a separation zone.

    (d) State 2 methods to determine if the charted traffic separation schemehas been adopted by the IMO: if aTSS has been IMO adopted it would be:

    (i) stated on the BA Chart used(ii) published in the IMO Routing Guide

    (e) State which vessels may use the inshore traffic zones:

    Rule 10 (d) states:

    (i) A vessel shall not use an inshore traffic zone when she can safely use theappropriate traffic lane within the adjacent traffic separation scheme. However,vessels of less than 20 metres in length, sailing vessels and vessels engaged infishing may use the inshore traffic zone.

    (ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore trafficzone when en route to or from a port, offshore installation or structure, pilot

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    station or any other place situated within the inshore traffic zone, or to avoidimmediate danger.

    The vessels that can use an inshore zone are

    (i) Vessels less than 20m(ii) Sailing Vessels(iii) Vessels engaged in Fishing(iv) Vessels en route to and from a port, offshore installation or structure,pilot station or any other place situated within the inshore traffic zone(v) Vessels avoiding Immediate Danger

    (f) State the 2 prescribed circumstances when a ship is exemptedfrom complying with the international regulations with regards to TSS:

    Rule 10 (k) states:

    A vessel restricted in her ability to manoeuvre when engaged in an operation forthe maintenance of safety of navigation in a traffic separation scheme isexempted from complying with this Rule to the extent necessary to carry out theoperation.

    Rule 10 (l) states:

    A vessel restricted in her ability to manoeuvre when engaged in an operation forthe laying, servicing or picking up of a submarine cable, within a traffic separationscheme, is exempted from complying with this Rule to the extent necessary tocarry out the operation.

    Q5) On completion of an ocean passage a ship is to enter restrictednavigational waters.

    (a) State 10 factors to be considered when determining the bridgecomposition when navigating in restricted waters.Note to Students - Any 10 of the following:

    visibility, state of weather and sea;

    traffic density, and. other activities occurring in the area in which the shipis navigating;

    the attention necessary when navigating in or near traffic separationschemes or other routeing measures;

    the additional workload caused by the nature of the ship's functionsimmediate operating requirements and anticipated manoeuvres;

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    the fitness for duty of any crew members on call who are assigned asmembers of the watch;

    the knowledge and confidence in the professional competence of theship's officers and crew;

    the experience of each OOW, and the familiarity of that OOW with theship's equipment, procedures and manoeuvring capability;

    activities taking place on board the ship at any particular time includingradio communication activities, and the availability of assistance to be summonedimmediately to the bridge when necessary;

    the operational status of bridge instrumentation and controls, including

    alarm systems;

    rudder and propeller control and ship manoeuvring characteristics;

    the size of the ship and the field of vision available from the conningposition;

    the configuration of the bridge, to the extent such configuration mightinhibit a member of the watch from detecting by sight and hearing any externaldevelopment;

    any other relevant standard procedure or guidance relating to watch-keeping arrangements and fitness for duty.

    (b) State 10 items of bridge equipment that should be checked prior toentering restricted waters:

    The following items of bridge equipment would be checked prior toentering restricted waters:

    echo sounders;

    elecronic navigational position fixing systems;

    gyro/magnetic compass & repeaters

    radar(s); bridge and engine-room telegraphs, including: rpm indicators;controllable pitch propeller controls and indicators, if fitted;

    bridge to engine-room communications facilities;

    VHF radio communications;

    navigation and signal lights, including searchlights, signalling lamp, morselight;

    sound signalling apparatus, including whistles;

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    steering gear, including manual, auto-pilot and emergency changeoverarrangements and rudder indicators;

    window wiper/clear-view screen arrangements

    (c) State 5 factors to be considered when determining the frequency ofposition fixing in restricted waters:

    The following shall be used to determine the fixing interval in restrictedwaters:

    the proximity of navigational hazards;

    speed;

    prevailing visibility;

    range of fixing methods available for cross checking to take place;

    Reliability of fixing methods available.

    SQA Nov 2008Q3: chart 5048:

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    (a) This route is possible especially with the use of good parallel indexing.

    This route would NOT be used however for the following reasons:

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    The route passes unnecessarily close to the light vessel and thebuoy when passing between them. This would put the vessel in unnecessarydanger if there was:(i) Failure of Electronic Navigational Aids such as radar, GPS etc combined

    with a poor visibility could put the ship in danger(ii) Machinery failure would put the vessel in unnecessary danger(iii)Manoeuvres to avoid Fishing vessels for instance would prove difficult

    The route would be crossing the exiting traffic from the WSW trafficlane unnecessarily close to the exit point from the TSS causing conflict.

    Merging with other traffic entering the ENE Traffic lane could provedifficult if traffic conditions are busy

    SOLAS Chapter V (Annex 24. 4.) clearly states that under theplanning process The planned track should be plotted to clear navigationalhazards at as safe a distance as circumstances allow. A longer route shouldalways be accepted in preference to a shorter more hazardous route. The

    possibility of main engine or steering gear breakdown at a critical moment mustnot be overlooked.

    It would be better to plan a route passing to the South of the Coningbeg LightVessel.

    (b) (i) The light flashes (i.e. the period light is shorter than the period ofdarkness):

    1 Flash (fl) (the period lit) for 0.5 seconds then;

    Eclipses (ec) (the period of darkness) for 1 second then;

    1 Flash (fl) (the period lit) for 1.5 seconds then;

    Eclipses (ec) (the period of darkness) for 8 seconds.

    (ii) The Light is Sectored. The Green sector is visible between the TrueBearings of 245T and 274T. A total arc of visibility of 29.

    (iii) This is a description of the structure and its height in metres. TheLighthouse is a white coloured tower with a height of 13 metres. This is measuredfrom the top of the structure to the ground.

    (iv) These remarks refer to the Fog Signal. It sounds as follows:

    1 Blast (bl) (the period the fog signal is sounded) for 1.5 secondsthen;

    Silence (si) (the period of silence) for 3 seconds then;

    1 Blast (bl) for 1.5 seconds then;

    Silence (si) for 39 seconds.

    (v) Racon A Radar Transponder Beacon. This searches through radarband widths to detect radar transmissions. Once detected the Racon will transmita signal which can be seen by the navigator on the radar screen and thus assistwith the identification of Hook Head on Radar. It does not state whether the Racon

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    operated on 3cm, 10cm or both radar wavelengths. The chart however does statethat it operates on both and transmits the morse letter K (-.-)

    (vi) Names shown in bold type have a range greater than 15 miles. The

    ranges shown for the British Isles are the Nominal Ranges.

    (c) To Calculate the Visible Range

    Using the Luminous Range Diagram Luminous Range is 8.2 miles

    Using the Geographical Range Table

    From the Chart The elevation of the light is 46m above MHWS

    For 45m height Geographical Range is 18.6 miles

    For 50m height Geographical Range is 19.3 miles

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    It can clearly be seen that the Luminous Range is the least range and thiswould be taken at 8.2 miles

    The Earliest Hook Head Light would be seen under the givenconditions is 8.2 miles

    (e) The Sailing Directions contains the following information for appraisal:

    Advised routes (Directions) to take between various points

    Areas to be avoided

    Anchorages

    Tidal Streams

    Limits of territorial waters

    Quality of Charting

    Fishing Areas Radio Navigation Facilities

    Radio Stations

    Buoyage systems

    Military areas to be avoided or treated with caution

    Pilotage Facilities available

    Regulations eg legal requirements of the coastal state with reference toTraffic Separation schemes

    Coastguard / Rescue Services and signals used

    Sketches on the appearance of the coastline/lighthouses and otherprominent features

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    SQA Mar 2009

    Q3)

    (a) The factors involved in determining the safe distance to pass off PortlandBill are:

    (i) Expected weather conditions and the associated prevailingvisibility;(ii) Variety, availability and working condition of navigationalequipment including radars;

    (iii) Number and experience of available navigating officers;(iv) Manoeuvrability of the vessel including the anticipated set andrate of the current compared to the available ship speed;(v) Traffic density anticipated to be encountered, including fishingvessels.

    (b) (i) This is a Trinity house maintained light.

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    (ii) It would be seen as a white tower with a red band pained across it,the top of which is 41 metres from the ground.

    (iii) The Red sector is to highlight and therefore warn mariners that they

    may be entering the shallow waters associated with the Shambles Bank at night.

    (c) Yes, due to the steep sided nature and cliff edges Portland Bill is RadarConspicuous.

    The Bill has a shape that is easily identifiable by radar.

    Eastwards of the Bill 3 point fixing would be available using the bulge off theVarne which could be used for 2 ranges and a bearing.

    South and West of the Bill only 2 point fixing would be available off the Bill itself,since there are no really easily identifiable shapes to make up the second rangeor bearing on the Western side.

    Q5)

    (a) Rule 6 states:

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    In determining a safe speed the following factors shall be among those takeninto account:

    (a) By all vessels:

    (i) the state of visibility;

    (ii) the traffic density including concentrations of fishing vessels or anyother vessels;

    (iii) the manoeuvrability of the vessel with special reference to stoppingdistance and turning ability in the prevailing conditions;

    (iv) at night the presence of background light such as from shore lights or fromback scatter of her own lights;

    (v) the state of wind, sea and current, and the proximity ofnavigational hazards;

    (vi) the draught in relation to the available depth of water.

    (b) Additionally, by vessels with operational radar:

    (i) the characteristics, efficiency and limitations of the radar equipment;

    (ii) any constraints imposed by the radar range scale in use;

    (iii) the effect on radar detection of the sea state, weather and other sourcesof interference;

    (iv) the possibility that small vessels, ice and other floating objects may not bedetected by radar at an adequate range;

    (v) the number, location and movement of vessels detected by radar;

    (vi) the more exact assessment of the visibility that may be possible whenradar is used to determine the range of vessels or other objects in the vicinity.

    (b) BPG A7 states

    Shortly before departure, check and test the steering gear including, asapplicable, the operation of the follo