SQA

5

SCOTVECCHIEF MATES

THEORY

FROM 07/05~

TO 11/2012JULY 052. When carrying out an appraisal of any passage, various environmental and climatic factors must be considered. Admiralty routeing charts will invariably, be used when carrying the above appraisal.For the passage from Durban to Melbourne:

a). Outline the relevant information that a routeing chart can provide;1. Routes of major ports with distances.

2. ocean currents

3. wind direction and force with wind roses

4. mean sea temps

5. mean air temps

6. iceberg limits

7. load-line zones

8. % of wind above BF 7 or more

9. % of frequency of fog

b). describe how this information should be used to assist in planning the passage. Plot intended route on the routing chart and check1. vessel complies with load-line zones

2. Areas of contrary currents

3. prevailing winds

4. iceberg limits

5. poor visibility

consider the effects on the above passage and appropriate manning requirementsc). describe THREE navigational consideration that should also be considered when appraising the above passage.1. Quality of the chart surveys- possible old survey information

2. Visibility frequently poor

3. reliant on GPS as limited opportunities for correction by other means.

4. Availability of depth information.

3. a). Describe the circumstances when weather routeing is most effective.

i) length of voyage is 1500 miles or moreii) The voyage is in open seas with unrestricted sea areas, with unrestricted choice of routes

iii) When the weather is a factor in choosing the route.b). Compare the advantage and disadvantage of shore based routeing and shipboard routeing.Advantages:Safety, as vessel is kept clear of extreme weather conditions & probability of severe damage is avoided,Reduction in hull fatigue

Reduction in ship & cargo damage.

Reduction in machinery wear.

Saves on fuel consumption.

Saves time allowing for better scheduling of vessel.

Better passenger & crew comfort.

Reduction in insurance premiums due to less claims.Disadvantages.

Routing advice is for guidance, as decision is down to the Master.It is possible that even with weather routing vessel can still run into bad weather.The advice given may well take the vessel into an impossible position with no better options available.

Master & bridge team spend more time looking at charts & with communications.

In certain parts of the world were the weather is fair all year round it is a costly expenditure.

Shipboard Routing

Master can choose a route from either shortest, quickest, at constant speed or based on weather information. Weather being experienced, which will also dictate routing.

A route may be an optimum route based upon favourable conditions. Weather forecasts can be used to modify the route by minimising damage to the ship & her cargo.C. Five objectives of weather routeing.Least time

Least cost

Least damage

Least time and damage

Charter party requirements

5. Due to weather delays the vessel is expected to reach the Melbourne pilot station at 0600 hrs ST on the 2nd January.A. Outline the presentation that the OOW should undertake on the bridge prior to the Engine room being given 1 hour notice of standby.i) Pilot station advised of eta.

ii) Inform master

iii) Passage plan displayed with relevant charts ready

iv) Contingency plans made ready

v) Engine-room informed

vi) Deck party informed, anchors cleared away, deck prepared for pilot.

vii) Tidal information checked

viii) Piloted card started.

ix)) Weather updated.

x) Radar checked and performance checked

xi) Compass error check carried out.

B. Outline the information that should be exchanged between the Master and Pilot, as soon as Pilot arrives on the bridge.Master. Assume identity of piloti) Passage plan with ukc required

ii) Vessels heading

iii) Engine settings vessels position

iv) Current traffic situation

v) What type of engines, bow thrusters, bulbous bow, vessel has.vi) Draught, freeboard, air-draught, displacement

vii) Types of anchors, how many shackles.

viii) LSA equipment for use by pilot.

ix) Any defects of bridge or engine room equipment.Pilot.

i) Show identity

ii) Passage plan

iii) Which berth

iv) What side to

v) Tugs if so how many

vi) Traffic updates

vii) Any operations in the port ie. viii) Dredging, cable layingix) Any speed reductions in port

x) Weather update

xi) Any changes in local bye laws.

C. Explain responsibility of the OOW while the vessel is under pilotage.i) To assist the Master & Pilot in vessel navigation

ii) Is the Masters representative at all times

iii) Ensure that the pilots instructions are carried out correctly.

iv) Checks that the pilots advice on engine settings and helm orders are followed.

v) Plots the vessels position and checks ukc of the vessel

vi) If has any doubts asks pilot to clarify and informs master.

vii) Checks all navigational equipment is running correctly

viii) Keeps deck & engine-room informed at all times

ix) Organises reliefs for bridge crewx) Oversees embarking/dis-embarking of pilot

November 20051. A tug and tow is to make a passage from Cape town to Colombo in early may. With reference to datasheets Q1(A)-(D):(a). Outline the navigational and environmental factors which should be taken into consideration when appraising the passage.

4. STCW 95 and several other publications contain guidance to master on determining the composition of the bridge team under varying operational condition.

Outline the various factors that should be considered by the master when deciding appropriate manning levels necessary on the bridge.

5. With reference to the proposed passage by the tug and tow, the One and a Half degree channel is flaked to the North and the South by the Maldives Islands. These consist of numerous low lying islands, banks, reefs and shoals.a). Outline the difficulties in maintain navigational accuracy, likely to be encountered, when approaching and transiting the Maldives between May and September.1. Many of the islands are low lying and therefore may be difficult to detect visually and by radar at an adequate range.

2. islands may be surrounded by banks and reefs which extend a considerable distance out from the shoals and shore.

3. identification of individual islands may be difficult as the vessel could be unsure if their position

4. shoals and banks may be steep so there may be little or no warning of depth changes until vessel is to close to avoid danger

5 .seasonal changes in current strength may move sand banks position quite considerably

6. currents may not be expected with regards to direction and strength

7. charts may be based on old surveys with source information always being considered

8. some islands might be uninhabited and unlit

9. there might be an increase in inter-island traffic with some of these vessels being unlit. Crossing situations will also increase

10. during sw monsoon visibility will be poor so sighting craft at an adequate range will be difficult

(b). Explain why a fully operational GPS receiver would be an advantage when transiting the islands.

(c). Outline the precaution that should be observed by the officer of the watch when using parallel indexing to monitor the vessel progress in the passage.

March 063. The vessel in Q1 is fitted with all modern aids to navigation and communications systems, including GPS, ECDIS, ARPA and Loran C.a). Outline the availability and likely accuracy of EACH of the following position fixing methods when used on an ocean passage in high northern latitude summer.i). Loran C

the claimed accuracy of Loran C is approximately +/- 0.25 miles when ground wave reception is available.

+/- 2 mile when sky-wave reception is available

range for ground-wave is approx 1200 mile and doubles to 2400 for sky-wave.

ii). Celestial obs

celestial obs if using a star for accuracy should be in order of 2 miles on an ocean passage. Running fixes using the sun are subject to more errors due to the run between obs. star fixes are available twice a day at morning twilight and evening twilight. All is dependant on clear skiesb). Outline the MAIN features of an Electronic Navigational Chart (ENC)

c). Outline the current MCA guidance regarding the use of Raster Navigational Charts in ECDIS system.

4. Whilst navigating in the approaches to Trondheim the vessel will be required to use a traffic separation scheme.a. Outline the bridge procedure to be adopted when approaching or navigating in a traffic separation scheme.

b) State, giving reasons, the manning requirement of BOTH the bridge and the engine room for the situation described in Q4(a).

C. Explain the precaution that should be taken when using parallel indexing to monitor the vessel progress along its track.1. targets to be used for p\i lines should be positively identifiable, the should not be chosen if the are likely to be confused with other objects in the area.

2. the overall performance of the radar should be check more frequently during the voyage.

3.heading marker should be checked for alignment with ships fore and aft line.4. radar should be set on such a range so as the object being used for the p/I will not be lost

5. If changing the range on the radar, make sure the p/Is have been reset for that range.

6. make sure that p/I lines are set at correct distance and correct side of vessel on the radar.

7. limit the amount of p\i lines being used so as to avoid confusion.

8. check vrm scale against range rings.July 061

a.ii). identify FOUR potential hazards which should be taken into account during the appraisal of the passage.1. when passing thru torres strait there a numerous islands, plus currents will run across the vessels track most of the time.

2. vessel will pass close to bellona reef, which is marked as extensive reach of shoal.

3. vessel will pass close to a submerged volcano were depths may be uncertain

4. isla of ambrosia will be passed at close range, currents may be n or nw at this point and vessels may be under the influence of s/e trade winds by this time therefore a wide berth will have to be given.

b. With reference to Datasheet Q1(b), describe the general weather and winds that may be expected on passage from the torres to Iquique.

4. a) Outline the main components of the Global Maritime Distress and Safety system (GMDSS).

there are three main components of the gmdss system.

Space component.

Consists of a number of satellites, some of them in geosynchronous orbit around the earth, some in polar orbit. All arranged so as to point towards the earths surface.

Three satellites maintain a continuous watch on certain distress frequencies ie, Eprib 406mhz, and when a transmission is detected the information is then passed on to a dedicated receiving station on earth. information from two or more satellites allow the position of the transmitter to be found.Ground component.

This consist of a satellite receiving station, coast radio station and rescue co-ordination centres. They are interlinked and the RCC can usually take control of any distress situations originated from either satellite or control radio station.

Receipt of distress signals sent on certain specified radio frequencies ( dsc channels either vhf, mf or hf )

Coast radio stations are also designed to send navtex warnings on certain frequencies such as 518 mhz.Mobile Components

These include ships; aircraft; search and rescue. For ships the communications gear that they area to carry on board will depend upon which area the vessel is registered to trade in. vessels must carry a certain amount of communications gear at any time.b. Describe the criteria used to determine the GMDSS equipments required for an ocean going vessel.sea area 1:- must carry vhf dsc r/t equipment and either satellite epirb or a vhf epirb rang 20-50 miles. Plus sart Sea area 2 :- vhf/mf dsc r/t equipment and a satellite epirb plus sart

Sea area 3:- will carry vhf/mf dsc r/t equipment a satellite epirb and either hf or satellite comms equipment. Plus sart

Sea area 4:- will carry vhf/mf/hf dsc r/t equipment a satellite epirb plus sart

c). Outline the GMDSS equipment which must be carried for the proposed voyage from Darwin to Iquique.Vessel will be transiting areas a1/2/3 and so equipment required will be as follows.Vhf radio( dsc 70,16,13,06)

2 SARTS

EPIRD EITHER SATELLITE OR VHF

NAVTEX RECIEVER

GMDSS RADIOS INCLUDING SPARE BATTERIES

INMARSAT C

OR

MF/HF RADIO INSTALLATION

MF/HF DSC WATCH RECIEVER

INMARSAT SHIP STATION

November 20062.when carrying out the appraisal of the Caribbean leg of the passage,

It is noted that several hazards will be encountered.

(a). Describe EACH of the following.(i). the navigational hazards that are likely to be encoundered;

(ii). the meteorological hazards that are likely to be encoundered.

(c). Outline the watch keeping procedure that should be implemented to deal with the hazards in Q2(a).

4(a). Discuss the availability and use of celestial observation to verify the vessels position.

5. Master standing orders from an important part in ensuring the safety of the navigational watch

(a) Describe the contents of Master standing Orders, outlining the factors that should be taken into account when compiling them.

(b) Compile Master standing orders for EACH of the following situations:

(i) Making a Landfall;

(ii) Monitoring an Anchor watch;

March 071.(a). Outline FIVE factors to be considered when planning EastWest ocean passage. 3. On arrival at the rendezvous position the captain of the warship decides condition are still too severe to transfer the casualty by boat and asks master to prepare for a helicopter evacuation of the casualty.

(a). Outline the bridge procedures that should be adopted when planning and conducting helicopter operations.

Brief all personal who will be taking part in this operation. This should clearly explain the duties of each person & what action is to be taken in the event of emergency.

Test all emergency equipment, both lsa, ffa & rescue.

Consult IAMSAR helicopter operations.

Determine the safest winching area on deck, ensure it is clear of all loose objects.

Check warship communications and helicopter before operations commence.

Check that all PPE is worn

Make sure that the casualty is made ready for transfer and all medical notes are also ready.Operations:- Bridge & engine-room has adequate manning.

Communications are re-checked & emergency means available.

Main engine on stand-bye and both steering motors are operational.

Man on wheel and steering checked in all modes, steering to hand.

Radars are set to adequate range and performance checked.

All traffic in area plotted.

Make sure of adequate sea-room for duration of operation.

Post extra lookouts.

Confirm with pilot vessels required course & speed.

Hoist flag to show wind direction.

Make sure correct signals are shown ie, ball diamond ball, red white red.

Check communications with deck officer, confirm all is ready.

Pressure fire main.

If pilot unsure as to which vessel you are give description of vessel ie, colour, funnel markings3. b. Produce a bridge checklist that could be used to ensure that the vessel is ready for the transfer of the casualty.Communications

Communications check with other vessel.

Appropriate signals available and ready.

Signalling lamp ready

Smoke canisters ready.

All department heads briefed on transfer.

Deck

Landing/winching are clear & clearly marked.

Area clear of all obstructions, loose objects.

Area clearly illuminated with lights pointing downwards.

Equipment.

Is relevant emergency equipment made ready

Fire fighting equipment ready, fire pumps tested.

LSA gear made ready.

PPE issued to all crew members

Medical

Is casualty ready to transfer

Have notes been made ready with all relevant information contained.

Are casualties personal effects ready for transfer.

Is casualties passport, documentation ready, any contact details made available.

4. Vessel planning to undertake ocean passage at high latitudes are likely to encounters several navigational meteorological / climatological hazards.a). Outline THREE navigational problem that may be encountered by the container vessel, when at its most southerly latitude, should the vessels GPS system fail.

Availability of position fixing

Vessel is making passage in mid June which is southern winter.

At 60 s daylight lasts only a little over 6 hours. This limits the time that the sun is available for observation. This means that there is an 18 hour run between successive star fixes.

Cloud cover is likely to be extensive, limiting the opportunities for celestial observations. Visibility is likely to be poor, degrading the availability and quality of the horizon.

.

Maintaining an accurate DR position

Currents are not well defined or thou they are generally easterly. Transfer of position lines over extensive time periods may be in accurate due to unknown strong currents.

Winds are generally westerly, but can change rapidly due to rapid passage of frontal systems causing excessive leeway. Vessel may also experience poor visibility.Nav equipment:Vessel is out of range of other electronic navigational aids, such as Loran C. water is deep so the echo sounder is ineffective. There is very little traffic in this region so no opportunity to check on vessels position with other vessels.

b. Outline TWO meteorological / climatological hazards that may be encountered by the vessel.1. Vessel is to make the passage in southern winter, weather is likely to be poor with heavy seas and depressions passing rapidly from the west. Poor visibility, due to snow, rain & fog. Vessel is also likely to encounter a following sea, which may also be heavy.

2. Although it is winter, icebergs & sea ice may be encountered at any time in the southern ocean south of 50s.Iin the pacific. Detecting icebergs at adequate ranges in poor visibility and heavy seas maybe difficult. Pack ice will not affect the vessel but ice accretion is possible. 5. Whilst approaching Buenos Aries the vessel will result an IMO approved Traffic separation scheme.

(a). Outline the stated IMO objectives of Traffic Separation and Routeing schemes. To separate opposing traffic into separate lanes to reduce head on incidents

To reduce the danger of collisions between crossing traffic vessels in the lanes.

To simplify patterns of traffic in areas of convergence.

The organisation of safe traffic flow in areas of concentrated offshore exploitation or exploration. To route traffic away from fishing grounds or to route them thru fishing grounds.

The organization of traffic flow in or around areas was navigation by all ships or certain class of ships is thought dangerous.

To reduce the risk of grounding by providing guidance to vessels in areas were depths are uncertain.

The organization of safe traffic flow in or around or at a safe distance from environmentally sensitive areas.b).State, with reasons, the manning levels to be observed on the bridge when a vessel transits traffic Separation Scheme with heavy traffic. Master:- in overall command, is not employed with radars or any other bridge equipment. Sole purpose is to make decisions.

OOW: in charge of radars for collision work and navigation. Keeps Master appraised of any incidents that may be occurring.

Extra OOW:- plots vessels position, makes any vhf calls required. Informs Master as & when course changes are required. Keeps vessel adhering to passage plan.

Helmsman:- Steers vessel and answers to Masters commands.

Lookout/s:- informs Master of any lights, vessels or objects that may not have been detected by radar, or upon 1st sighting.

July 072. Weather routing is often effectively used by vessels making trans-oceanic passages.a. Outline FIVE factors that should be considered when deciding to weather route the ship.

b. Describe THREE types of weather routeing currently available to vessel.

c. Outline the benefits of carrying out shipboard routing.

Can use master experience.

Can see the weather changes as they occur.

Can choose a route that can be, shortest, quickest, at constant speed.

can update the route using weather reports.

Can save in fuel.

Can increase comfort of crew, passengers & cargo

Maintenance can be done.

Reduced damage to vessel.

5.(a). Outline the information that should be discussed as part of the Master Pilot exchange.Master

Check pilots identity.

Produce pilot card.

Inform pilot of vessels draught, air draught & freeboard

What vessels displacement, draught, trim, list What type of engines, bow thrusters/s

Explain operations of engine & steering controls

Inform pilot where LSA gear is for his use if needed

Confirm passage plan Types of anchors, how much cable

What type of cargo & how much

Pilot

Show his identity

Complete pilot card a1/a2

Produce passage plan & agree it with the master Inform master of traffic movements in & out.

Any areas of reduced speed or where work is being carried out, ie. Dredging, cable laying, light servicing.

Updated weather forecast.

Berthing plans, what berth, what side

Requirement of tugs, how many

Advise master if any changes in local bye lawsb. Describe the procedure that should be adopted on the bridge prior to arrival at pilot station. Confirm from pilot station ETA to pilot station.

Ask Pilot boarding arrangement.

Clock synchronized

Preparation for recording equipment.

Communication checked internal and external.

Signal and signalling equipment ready.

Check all deck lights functional.

Master/ Pilot exchanged checklist prepared.

If pilotage is short all personal ready for mooring stations Reduce the engine speed to manouvering speed.

Con with master

M/E tried out.

Control check of all navigational related equipments.

Steering tried out.

Inform the pilot station if any navigational equipment deficiency.

Passage plan amendments ready for pilotage passage.

Pilot boarding arrangement ready as per pilot station information.

November 2007

3. The vessel has successfully cleared the storm and exited the Caribbean; the vessel receives new orders to proceed to Antwerp via Dover straits. The British admiralty produces Admiralty Routeing charts and also a number of charts that give passage guidance for certain areas of the world.(a). Compare and contrast the difference types of information contained in each of the above and comment on how they may be used by the navigator.

512X (Y) Routeing charts.

(b). Explain how the Master of a deep draught vessel can make use of the Co- tidal / Co Range charts when planning a passage through shallow, confined waters.

(b). Explain how the Master of a deep draught vessel can make use of the Co- tidal / Co Range charts when planning a passage through shallow, confined waters.

July 20081.(a). outline THREE reasons why there are multiple routes recommended for the passage from Colombo to Aden.

4. The UKHO produces a number of charts that are specifically designed to assist mariners in planning passages in areas of heavy traffic and confined waters, such as Dover Straits, Red sea and Malacca Straits.(a). Outline the main categories of information that can be found on these charts.

(b). Explain how Co tidal / Co Range charts can be used by deep draughts vessels transiting the Dover Straits.

(c). State with reasons, FOUR other publications which should be consulted when appraising a passage.

5.(a). State the appropriate manning levels on the bridge outline the duties of EACH members of the bridge team, for EACH of the following situations:

i). navigation in a traffic Separation Scheme with dense traffic with restricted visibility;

ii). Navigation in clear weather, during darkness, on a ocean passage;(b). Outline the information that should be contained in the Master Night orders for making the landfall of Aden.

NOVEMBER 20082. Vessels approaching Newfoundland and the Grand Banks from seaward are likely to encounter several navigational hazards.(a). Outline SIX hazards which a vessel may encounter during passage at any time in the year.

i) Many drifting Ice bergs, Growlers, pack ice in the area. ii) Fogs areas and reduce visibility.iii) Many depression pass close to area.

iv) High density of fishing traffic in area.

v) Platform used to exploit oil, gas and mineral deposit.

vi) Currents between grand banks and Newfoundland may affected by gales.

vii) Currents of coast of Labrador.

(b). Vessels encountering certain types of navigational hazards are required by law to pass on information to other vessels and coast radio stations in the vicinity.i) Details the circumstances to which these regulation apply.

This all information passes to the vessel in vicinity or to the competent authorities.

Dangerous ice.

A dangerous derelict.

Any other danger to navigation. Tropical storms. Encounter to sub- freezing air temperature with gale force causing severe ice. Accretion on superstructure. For beoufort force 10 for which no storm warning received.ii) Describe the information that is required to the transmitter for each type of hazards.

3.(c). Outline TWO factors which should be taken into account when deciding which of the two values for deviation is likely to be the more accurate.Ans. 1) Altitude of the body:- Polaris is at 059 degree, Care is needed to take accurate bearing by keeping the compass bowl horizontal. The sun is just above the horizon therefore it is easy to take accurate bearing.

2) Lateral movement of the body:- Since Polaris having very little lateral movement to affect the accuracy, in high latitude sun is moving obliquely to the horizon therefore care is needed to judge the altitude of amplitude accurately.4.(a) Outline SIX factors to be considered when choosing a vessel to act as the On Scene Coordinator (OSC) during search and rescue operations.

Communication facilities on the vessels eg. GMDSS, Inmarsat Experience of the Master and crew.

First vessel to arrive OSC until relieved language capability.

Sea keeping qualities of vessel with regards to the situation.

Number of the crew.

Constrains of the fuel and legal factors such as charter party. Equipment of the vessel eg. Radar, fast rescue craft and lifeboat.

Freeboard of the vessel.

Facilities of Accommodation and medical care on board.

(b). (i) State the publication that should be consulted during a search and rescue operation.

IAMSAR Manual Vol III

Routeing Charts.

Sailing Direction.

Weather analysis and forecast charts.

Admiralty list of Radio Signals

Currents and tidal streams Atlases

Company emergency plan for assistance of vessel in distress.

Annual summary notice to mariners.

ii) Outline the information that is available to determine a search datum position from the publication stated.

(c). Explain with the aid of a sketch, the method used to determine a datum search position, assuming the distress position is known.

5.(a) For a vessel operating in Pack ice in the approaches to the Belle Isle Strait, outline FIVE factors that should be taken into account when maintaining a navigational plot of the vessels in position.

Fast ice on coast give false coastline on Radar. Edge of fast ice must be distinguish

Presence of ice may make the identification of shore marks uncertain.

Ice on the shore lights may reduce the detection range.

Floating marks are unlikely to present and if present then unlikely to be in position. Loran may have error due to the different propagation speed over ice.

Log may in accurate due to temperature variation in water body.

Ice field may drifting due to effects of wind and currents.

Celestial observation may be in accurate to refraction.

(b). Outline SIX factors that the Master must take into account when manoeuvring the vessel in ICE.

March 2009.

3. With reference to Admiralty Routeing Charts.(a). Outline the information that can be obtained from a wind rose.

The arrows fly in the direction of wind. Frequency of winds in different direction.

Percentage of winds of different beaufort forces for each direction.

The number of observations that have been used in the compilation of each wind rose.

The percentage of variable wind observation in the are 5x 5 block.

The percentage of the calm observation of the Area.

(b). State the other information that can be found on a routeing chart.

Chart No. title, UKHO reference.

Title, Edition number, Edition date, relevant month, scale and Projection.

Explanation of wind rose, Ocean currents, ice limits, Load lines, weather ships and shipping route.

Tropical storm tracks.

Percentage frequency of winds of beaufort force 7 and higher.

Dew point temperature.

Mean sea temperature.

Mean air temperature.

Mean air pressure.

Fog, Percentage frequency of visibility less than 1000 metres. Wind rose as above.

Low visibility, Percentage frequency of visibility less than 8050 metres.

Current direction and rate constancy.

Load limits and related information.

Shipping routes with indication direction and distance between the ports.

The identify the approx. border of the countries.

The position of selected Ports.

Ice limits.

Pack ice- minimum limit, average limit and maximum limits

Mean maximum Ice berg limits.

(c). Describe how the information found on the routeing charts can be used when appraising the proposed passage. Shortest legal distance with adequate margin of safety is plotted on the relevant routeing charts. The route is inspected for the adverse condition.

Adverse winds with associated wind waves will reduce speed.

Adverse current will reduce the speed.

Hazards such as pack ice, reduce visibility, fog, ice bergs and high probability of TRS may exist.

The area adjacent to the route inspected for favourable condition.

Favourable Ocean current will increase the speed.

Favourable wind may increase the speed of certain vessel. The adverse and favourable factors quantified in order to access the weather deviation from the original route are justified to reduce the adverse effect.

July 2009

3. Tropical Revolving Storms(TRS) are common in the North Pacific Ocean in the late summer month especially from August to October.(a). Describe the warning signs of an approaching TRS.

Large swell from the direction of the storm.

A day prior to the storm, very clear visibility follows V shaped cirrus clouds bringing lurid colourings at sunset and sunrise.

Atmospheric pressure initially loss of diurnal variation followed by decreasing pressure in excess of 3 hpa. TRS is confirmed. Wind force increasing from force 4 to gale force above.

Wind direction probably changing. Precipitation occurring and then opening.

The rain pattern may be can be seen on radar.

4. Vessel engaged on the passage between Australia and the west coast of the USA often has to pass through groups of islands where accurate navigation is essential.

Discuss the availability, accuracy and sources of error in EACH of the following.

(a). Celestial Observation; Area of ITCZ where cloud cover will restrict the opportunity.

Accuracy of 1nm can be achieved in good condition.

Accuracy likely to be good as abnormal refraction is unlikely to be significant.

Error may arise sextant inaccuracy.

Observation error if observer is in experience or lack of practice.

Abnormal refraction may causes error if temperatures are high in tropics and low in the middle latitudes.

(b). Global Satellite Navigation System(GSNS);

Availability should high through the passage, there is no higher latitude. Accuracy in the area of 33 metres

Accuracy can be expected due to high proportion of satellite are available.

Accuracy will reduce if number of satellite above the horizon low.

Bearing of the satellite is not widespread.

Survey may not be accurate, so accurate position of the vessel may be obtained, but not match those of the land.

(c). Radar.

November 2009.

1). a) Outline the main factors that the master should take into account when appraising passage between South Africa and Australia; Long and uncertain current south of 30 S particularly near Antarctica.

Vertex 45 S in the storm ridden water of roaring forties.

Further east and further south may encounter ice bergs and Pack ice.

Hurricanes off the NW coast of Australia. Frontal depressions in southern latitude high winds, high swells, high waves and high angle waves reduce visibility.

Load lines restrictions.

Abnormal refraction reduces the accuracy of celestial navigation.

Prevailing wind direction westerly, westbound passage should be planned lower latitudes.

Environmental protection restriction south of 60S.

3. Vessels engaged on passages across the southern Indian Ocean may encounter icebergs at any time of year.

(a). Describe the sources and type of information that are available to the Master regarding icebergs.

Admiralty List of radio signal. Detail of transmission of text messages and facsimile charts of areas where ice bergs have detected.

The marine handbook.

Antarctic icebergs, origins and movements. Characteristics of ice bergs, ice lands.

Ocean passage world. i). ice limits and drifts, ii). Ice in specific localities, iii). Ice information service. Admiralty sailing direction:- Climatological data of area where icebergs are likely, source of information about current icebergs conditions.

Admiralty routeing charts:- Low ice limits for the area covered.

Internet:- General information and details of areas where icebergs have been detected.

(b). Outline the factors that should be considered by a prudent Master when determining the risks involved in encountering dangerous ice.

Type of ice likely to encountered ice bergs and pack ice. Concentration of ice, weather leads will be available through pack ice. Potential for altering the planned route to avoid ice. Availability of information regarding current ice extent and condition. Use of searchlights if available. Use of sound detection equipment, if fitted. Radar status, correctly tuned as adjusted. Probable sea state, relate to detection of smaller formation in amongst foam formations. Echoes of ice may not relate to the size of the formation. Smaller formation may be difficult to distinguish from wind and swell. May affect the efficiency of the navigational equipment such as GPS, LORAN and other. Difficult in taking celestial observations. Vessels power and manoeuvrability. Vessel draught with respects to rudder and propeller immersion. Personal availability and experience with the condition expected. Briefing personnel and information available in publications. Adjustment of the ETA due to reduce speed. Expected duration of passage in ice condition with high personnel requirement and fatigue may become an issue. Availability of ice pilots. Availability of ice breakers. Availability of assistance from other vessel in the event of severe damage to vessel(c). Outline the reporting procedure that is to be followed by the Master on encountering dangerous ice.

5.(a). State the appropriate manning levels on the bridge, outlining the duties of EACH member of the bridge team, for EACH of the following situation, in clear weather.

i) Navigation in traffic separation Scheme with dense traffic;

Master in command, receiving information, making decision regarding conduct of passage. Monitoring bridge team performance. OOW Navigation, position fixing, informing Master, communication, record keeping, Monitoring regarding Bridge team.

OOW Monitoring traffic by visually and by Radar, Informing Master, Monitoring rest of the Bridge Team.

Rating Helmsman, Steering as instructed, Monitoring performance of the steering equipments and compass.

Rating Lookout monitoring externally, sight and sound informing Master and OOW.ii) Navigation during darkness on an ocean passage.

OOW Navigation, position fixing, collision avoidance, communication, record keeping and monitoring rating.

Rating Lookout, monitoring externally by sight and sound, informing OOW and monitoring OOW.

(b). Describe the content of the Masters Night Order.

Night order is a supplement of the Standing order for periods when Master is absent from the Bridge.

Circumstance in which to call Master, including in general, at any time that OOW require assistance.

Navigation Requirement,

Any navigation equipment malfunctions. Position, course and speed, Alteration anticipated,

Hazards expected,

Meteorological condition expected.

Action to take if passage plan require amendments.

Engine room status UMS/ EOOW,

Change to Engine status anticipated,

Calls for specific personnel,

Communication required,

Operation in progress,

Security Status,

Abnormalities to the normal status of the vessel at night,

March 2010.

(1). Vessel are required to ensure that navigation charts and publications are corrected up to date prior to commencing a passage. This is usually done by using weekly Admiralty Notice to mariners and charts tracing.Vessels are also required to ensure that all relevant radio navigational warnings are taken into account when received.

(a). Describe the context and content of EACH of the following:

(i). Admiralty Weekly Notice to Mariners;

Context:-

Issued by UK Hydro graphic office weekly as paper documents and Internet downloads.

Admiralty NMs contains all the corrections, alternations and amendments for UKHOs worldwide series.

Corrections to Admiralty charts and publications.

Content:-

1. Index to section II with Explanatory note Publication list,

Index to Publication affected,

Admiralty charts and publication now published and available,

New edition of Admiralty charts and Publication,

Admiralty charts and Publication to be Published,

Admiralty charts and Publications permanently withdrawn.

2. Admiralty notice to mariners, Updates to standard nautical charts.3. Reprints of Radio Navigational warnings. Off area 1 only.

4. Amendments to Admiralty Sailing Directions.

5. Amendments to Admiralty List of Lights and Fog Signal.

6. Amendments to Admiralty List of Radio Signals.

7. Miscellaneous correction to Nautical Publications.

(ii). Navarea Warning:-

Context:-

Issued by the World wide Navigation warning service for 21 NAvareas identified Roman numerals.

Containing information concerning principal shipping routes which are necessary for mariners to know before entering the coastal waters.

The coordinating authorities of each area collate warning for that geographical area.

The coordinating authorities broadcast warning through safety net and NAVTEX, printed in Admiralty notice to mariners. The broadcast details are found in ALRS VOL 3.

Content:-

(iii). Coastal Warning:-Context:-

Issued by particular coastal regions and containing information to assist the mariners in coastal navigation up to the entrance of the port.

Broadcast on NAVTEX and VHF by HM coastguard MRCC.

Usually identified by prefix WZ and numbered

Content:-

(b). Vessel are required to carry charts and publication sufficient to allow planning of the ships intended voyage.

State the publication required, for the vessel in question. 2.(b). Explain why the recommended route is preferred to the rhumb line track. Many fishing vessels

Oil and Gas rigs associated.

High incidence of fog.

Probability of Pack ice at this time of year ( February)

Possibility of Ice bergs at this time of year.

High incidence of polar Frontal depression High winds, waves and swells.

Strong and variable currents.2.(c). Explain how a Gnomonic chart can be used in conjunction with a Mercator chart when planning a great circle passage.

5.(b). Vessel transiting the waters are encouraged to take part in the AMVER programme. Describe the various type of AMVER reports to be made.

Sailing plan:- This reports contain complete routeing information and should be sent within a few hours of before departure, upon departure or within few hours after departure, it contain enough information to predict vessel actual position within 25 nautical mile at any time during voyage assuming the sailing plan followed exactly. Position report :- This report should be sent within 24 hours of departure from port and at least once in 48 hours thereafter . the destination and noon position should be included.

Deviation Report:- This report should be sent as soon as any voyage information changes, which could affect AMVER ability to accurately predict vessel position.

Finish Report:- This report should be sent upon arrival at the port of destination. This report properly terminates the voyage in AMVER computer; ensure vessel will not appear on AMVER surpic until the next voyage.July 2010

3. Vessel approaching the coast of New Zealand often have problems in making a landfall due to heavy clouds and poor visibility in winter.(a). List the factors that should be taken into account when planning a landfall after a long ocean passage.

(b). Discuss SIX of the most important factors to taken into account when choosing a safe anchorage.

Recommended Anchorage.

If recommended anchorage is available, will have been carefully surveyed and most suitable. Depth of water.

Must be adequate for the vessels draught and UKC requirements at all conditions of tidal variation.

Area clear of obstruction.

Must be sufficient for swing circle of radius equal to full length of the cable and the ships length, as safety margin. Nature of the Sea bed.

This will govern holding ability of Anchor.

Probable weight of Anchor.

Governed by the wind age and under water form of the vessel. And anticipated wind, tidal, streams and currents.

Shelter by land on prevailing winds.

Governs anticipated wind force experienced.

Availability of fixed object for position fixing during approach and while at anchor.Readily identical marks in appropriate direction will improve the precision of approach and position monitoring.

Position with respect to the traffic movement.

Anchored vessel should not obstruct traffic. Length of anticipated time at Anchor.

Number of tidal cycles, Variability of winds, currents, and tidal streams experienced.

5.(c). Compile a set of Masters Standing order for use when the vessel encounters heavy weather for EACH of the following.

(i) the OOW;

Call me any time when weather deteriorates

Decrease in Atmospheric pressure,

Wind greater than beaufort force 6,

Waves of sufficient height to cause water to be shipped on deck,

Check for fresh forecast indicating probable severity of the condition.

Stop work been carried out in exposed areas.

Inform heads of departments of anticipated condition.

Organise closure of water tight and weather tight doors.

Start second steering motor.

Post extra lookout.

Record metrological data hourly and monitor the trends.

Monitor the vessel motion and decrease the speed or alter the course if required then call Master.

The Alert for synchronous rolling and alter course if experienced.

(ii). General standing orders which are relevant to the safety of the vessel. Safety of personnel, watertight integrity of the hull, security of items on deck and inside the hull,

Access to the deck and exterior accommodation decks to the appropriately controlled by permit to work system.

All personnel to be informed of anticipated severity of condition.

All external weather and water tight doors to be closed.

Lifelines to be rigged along essential route on deck.

Anchor lashing to be checked for security and additional lashing considered. Fuel and water tanks to be covered or self-sealing arrangements proved functional.

Securing arrangements of cranes, derricks, gangway, accommodation ladder similar equipment to be checked, additional lashing to be considered.

LSA and FFA in exposed location to be adequately secured or moved to protected location.

Equipment in public spaces to be secured or moved to secure locations. Personal items to be secured.

November 2010.4.(a) State the specific responsibilities of EACH of the following when operating together as a bridge team:

(i).

(ii).Pilots

(iii). the officer of the Watch.

(b). State the additional responsibilities of the OOW when the master is not present on the bridge when a pilot is on board.

OOW becomes Master representatives and assume the responsibilities. Informs master of progress as required, If Master if there is any concern as to the conduct of passage,

(c). With reference to Master / Pilot exchange, outline FIVE items of information that:

(i). The Master should give to the Pilot immediately on reaching the bridge.

Ships head, speed, engine setting.

Pilot card, dimension of vessel, bulbous bow, Bowthrusters, draught, displacement and Air draught, manoeuvring characteristics, type of propeller, anchor details, type and cable length.

If any defects of bridge equipment and machinery.

Intended passage plan to berth.

Pilots LSA.

(ii). The Pilot should give to the Master immediately on reaching the bridge.

Identity,

Passage plan to Berth, speed variation, area of shallow waters or other features requiring particular care, tide and current conditions, weather conditions.

Use of Tug, mooring arrangements / mooring patterns.

Berth and alongside.

New hazards to navigation, wreaks, shoals and any special operations.

Traffic expected particularly dredgers, restricted craft and deep draught vessels.

New local regulations affecting the passage, reporting requirements.5.(b). State giving reasons, how much reliance the Master should place on the tidal data obtained in.

The Master should also consider the factors may effects predicted height and time of the tide and actual UKC,

Atmospheric Pressure, high pressure reduces and low pressure increase.

Wind, onshore and off shore winds.

Seiches

Negative surges

Accuracy of survey

Surges

March 2011.

Discuss the reliability of EACH of the above observation.

GPS

RADAR.

CELESTIAL.

3. The UK Maritime and Coastguard Agency publish guidance to mariners in the form of Marine guidance Notes (MGNs)

(a) The precautions to be observed when using parallel indexing techniques on modern marine radar.

(b). the dangers of a misaligned heading marker.

(c). The procedure for rectifying a misaligned heading marker.

(d). The alarms that must be fitted to ECDIS systems to ensure safety of navigation.

4. 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 facts that there are strong currents, sharp bends and frequent close quarters situations during the transit.

(a). Describe the preparation to be made on the bridge prior to undertaking such a passage.

Appraisal:- source of information to be collected.

Charts, sailing direction, list of lights, current atlas, tidal atlas, tidal tables, Notice to Mariners and publication detailing the traffic separation and other routeing, radio aid to navigations, vessels reporting schemes and VTS requirements.

Passage planning:- Prepare detail plan of passage.

These should cover the whole passage from berth to berth and all waters where the pilot will be on board.

Depending on the circumstances, the main details of the plan should be marked in appropriate prominent places on the charts to be used during the passage.They should be also programmed and stored electronically on an ECDIS where fitted.

The main detail of the passage plan should also be recorded in bridge notebook used specially for this purpose to allow the reference to details of the plan at the conning position without need to consult chart.

Support information retaliated to the passage such as time of high water and low water or of sunrise and sunset, should also be recorded in this notebook.

Bridge team briefing:- Brief bridge team about the detail of the plan and their roles.

All bridge equipments to be tested and accuracy ascertained,Gyro and magnetic compass, repeaters aligned,

Radar, EBLs, heading marker and range measurement,

Electronic position fixing system display, degree of detail display, alarm set approximately,

Echo sounder indication and recorder,

Clock synchronised,

Recording equipment and bridge movement book,

Engine control and indicators,

Communication internal and external,

Navigational and signal lights, sound signalling apparatus,

Steering gear in all modes, and indicators, Prepare Master and Pilot information Exchange (b). Discuss THREE factors that the Master must take into consideration regarding the manoeuvrability of the vessel during the transit.

Vessel- speed, turning circle, draught, beam and trim. Channel- Depth and width, Under keel Clarence- effect of squat, bank effect and course keeping, Effect of tidal streams and / or currents, altering speed over ground. Traffic- Interaction when passing and overtaking / overtaken vessel.(c). Outline the precaution that should be taken in the event of an engine or steering gear failure.

July 2011.5.(a) Several publication contain guidance to Master on determining the composition of the bridge team under varying operational conditions.

Outline TEN factors that should be considered by the Master when determining appropriate manning levels necessary on the bridge.

(b). Describe FIVE items of information that the pilot should tell the Master, when proceeding up river to the Berth.

November 2011.2. Weather routeing is often effectively used by vessel making trans-oceanic passage.

(a). Outline FIVE factors that should be considered when deciding to weather route a vessel.

(b). Describe THREE types of weather routeing currently available to vessel.

(c). Outline the benefits of carrying out shipboard weather routeing.

Can use master experience.

Can see the weather changes as they occur.

Can choose a route that can be, shortest, quickest, at constant speed.

can update the route using weather reports.

Can save in fuel.

Can increase comfort of crew, passengers & cargo

Maintenance can be done.

Reduced damage to vessel.4.(a). Discuss the accuracy of each of the following, with regards to verifying the vessels:

(i) Star Sights.

(ii) Consecutive sun sights with an intervening run.

(b). Discuss the factors that should be considered during when selecting stars for determining the vessels position.

Star should be in the same hemisphere in which hemisphere vessel lies.

Stars should be bright.

Try to take the stars of same latitude on which latitude vessel lies.

Take the stars of wide angle, not on the same line.5.(a). Compile an Emergency checklist to be followed in the case of the vessel grounding.

i. Stop engine.ii. Sound general emergency alarm.

iii. Consider use of anchor.

iv. Close water tight doors if fitted.

v. Switch to high cooling water intakes.

vi. Maintain a VHF watch on channel 16, if appropriate on CH. 13.

vii. Exhibit light/ shapes and make appropriate sound signal.

viii. Switch to deck light at night.

ix. Check Hull for damage.

x. Sound bilges and tanks

xi. Visually inspect compartments, where possible.

xii. Sound around the ship.

xiii. Determine which way deep water lies.

xiv. Determine nature of sea bed.

xv. Obtain information of local currents and tides, particularly details of the rise and fall of tide.

xvi. Consider reducing draught of the ship.

xvii. Consider taking on additional ballast to prevent unwanted movement.

xviii. Make ship position available to radio room/ GMDSS station, satellite terminal and other automatic transmitters and update as necessary.

xix. Inform coastal state authorities if appropriate.

xx. Preserve VDR, SVDR records, if not automatically protected.

xxi. Broadcast distress alert message.

March 2012

1.(b) State the relationship between the position of the vertex and the point where the GC track crosses the equator, stating the longitude when the vessel crosses equator.

Great Circle cuts the equator at 90 degrees of d-long from the vertex.2.(a). Outline of the precise objectives of the IMO ships routeing schemes that would be appropriate to an area such as the Gulf of Aden and Red Sea.

Separation of opposing streams of traffic to reduce head on encounters. Reduction of danger of collision between crossing traffic. Simplification of patterns of traffic flow. Safe traffic flow in areas of concentrated offshore activity. Reduction of risk of grounding by providing special guidance. The organization of traffic flow in or around areas where navigation by all ships or by certain classes of ships is dangerous or undesirable.(b). State THREE different sources where information on traffic separation schemes in the Red Sea may be found. Charts of Red sea area.

Admiralty annual notice to mariners.

IMO ships Routeing Scheme.

Admiralty Sailing direction.

Mariners Routeing Guide Charts (Gulf of Suez 5501)

(c). certain classes of the vessels are permitted to use the inshore traffic zones of traffic separation schemes. Details the circumstances under which they may do so.

To avoid collision avoidance Fishing vessels

Small craft.

For the vessel crossing the TSS.

For the vessel leaving or entering port.

For the vessel taking or leaving pilots in condition pilot station is in inshore traffic zone.

For the vessel in an emergency (such as engine brake down, steering failure etc).

Vessel carrying out repair work.

4.(a). State the appropriate manning levels on the bridge, outlining the duties of EACH member of the bridge team, for EACH of the following situation, in clear weather.

i) Navigation in traffic separation Scheme with dense traffic;

Master in command, receiving information, making decision regarding conduct of passage. Monitoring bridge team performance.

OOW Navigation, position fixing, informing Master, communication, record keeping, Monitoring regarding Bridge team.

OOW Monitoring traffic by visually and by Radar, Informing Master, Monitoring rest of the Bridge Team.

Rating Helmsman, Steering as instructed, Monitoring performance of the steering equipments and compass.

Rating Lookout monitoring externally, sight and sound informing Master and OOW.

ii) Navigation during darkness on an ocean passage.

OOW Navigation, position fixing, collision avoidance, communication, record keeping and monitoring rating.

Rating Lookout, monitoring externally by sight and sound, informing OOW and monitoring OOW.

(b). In general terms outline the factors that should be considered when writing a set of Masters standing orders.

July 2012

2.(a) State the ideal manning levels on the bridge to ensure the vessel is navigating safely during the passage through the Straits.

Master.

OOW.

OOW.

Rating.

Rating.

(b). Outline the duties and responsibilities of each of the team members.

Master in command, receiving information, making decision regarding conduct of passage. Monitoring bridge team performance.

OOW Navigation, position fixing, informing Master, communication, record keeping, Monitoring regarding Bridge team.

OOW Monitoring traffic by visually and by Radar, Informing Master, Monitoring rest of the Bridge Team.

Rating Helmsman, Steering as instructed, Monitoring performance of the steering equipments and compass.

Rating Lookout monitoring externally, sight and sound informing Master and OOW.(c). Outline FIVE objectives of IMO approved Traffic routeing schemes which are applicable to the Dover Straits.

Separation of opposing streams of traffic to reduce head on encounters. Reduction of danger of collision between crossing traffic.

Simplification of patterns of traffic flow.

Safe traffic flow in areas of concentrated offshore activity.

Reduction of risk of grounding by providing special guidance.

The organization of traffic flow in or around areas where navigation by all ships or by certain classes of ships is dangerous or undesirable.

5.(a). Outline TEN factors to be taken into account when planning a landfall after a long ocean passage.

(b). Outline SIX navigational factors which should be considered by the Master when selecting anchorage.

1. Recommended Anchorage.

If recommended anchorage is available, will have been carefully surveyed and most suitable.

2. Depth of water.

Must be adequate for the vessels draught and UKC requirements at all conditions of tidal variation.

3. Area clear of obstruction.

Must be sufficient for swing circle of radius equal to full length of the cable and the ships length, as safety margin.

4Nature of the Sea bed.

This will govern holding ability of Anchor.

5Probable weight of Anchor.

Governed by the wind age and under water form of the vessel. And anticipated wind, tidal, streams and currents.

6Shelter by land on prevailing winds.

Governs anticipated wind force experienced.

7Availability of fixed object for position fixing during approach and while at anchor.

Readily identical marks in appropriate direction will improve the precision of approach and position monitoring at anchorage.

8Position with respect to the traffic movement.

Anchored vessel should not obstruct traffic.

9Length of anticipated time at Anchor.

Number of tidal cycles, Variability of winds, currents, and tidal streams experienced.November 2012

1.(a). Outline the navigational hazards to be taken into account in EACH of the following situations.

(i). Entering Pack Ice. High probability of reduce visibility and expected fog.

The gyro compass may subject to translate error due to alteration of speed from that set.

The log may be inaccurate due to temperature variation within the water body.

The ice fields may drift due to effects of wind and current.

Loran C may subject to error due to the different propagation of radio signal over ice compare to land and water. (ii). Manoeuvring in the pack ice.

Thickness of ice Forecast weather condition, which may lead ice closing in or on vessel causing damage.

High probability of reduce visibility.

Draught and depth of the water over propeller tips and rudder.

The hardness of ice which depends on it age and source.

The increase thickness of ice due to deformation.

(iii). Approaching Port in Ice condition.

Shore marks uncertain when taking visual bearings.

Floating marks likely to present but likely out of position. Fast ice on the land will give false coastline on the radar. Shore light will reduce the detention range, may alter the bearing of light sectors.

Due to the ice colour of shore lights may change.

(b). With reference to the accuracy of navigational aid, outline the problem that may be encountered in ice condition and high latitudes, when using each of the following;

(i). Echo sounder.

(ii). Gyro Compass.

Error high on high latitude.(iii). Radar.4. The British Admiralty produces ocean routeing charts for each month of the year for the main ocean of the world.

Outline the type of the information found on such chart for EACH of the following specific category.

(i). Ocean wind pattern.

(ii). Ocean Current.

(iii) Tropical Revolving Storm.

(b). Outline the warning signs of an approaching sign of TRS.

(c). Outline how the OOW can use on board observation to predict the time when a vessel will encounter the fog.

(d). Compile a set of Master standing order for vessel operating in restricted visibility.