SQA Nav Theory Mandy

[mandyconquers@gmail.
com] [SQA Nav theory]
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 Organization and 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 flow for 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 general direction of traffic flow as practicable. (c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. (d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic 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, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. (f) A vessel navigating in areas near the terminations of traffic separation schemes 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 a margin as is practicable. (b) The route North of Coningbeg Lt is possible especially with the use of good parallel indexing. This route would NOT be used however for the following reasons: -1-
[mandyconquers@gmail.com] [SQA Nav theory] The route passes unnecessarily close to the light vessel and the buoy when passing between them. This would put the vessel in unnecessary danger if there was: (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 in danger (ii) Machinery failure would put the vessel in unnecessary danger from lee shore (iii)Manoeuvres to avoid Fishing vessels for instance would prove difficult due to the lack of sea room The route would be crossing the exiting traffic from the WSW traffic lane unnecessarily close to the exit point from the TSS causing conflict. Merging with other traffic entering the ENE Traffic lane could prove difficult if traffic conditions are busy SOLAS Chapter V (Annex 24. 4.) clearly states that under the planning process The planned track should be plotted to clear navigational hazards at as safe a distance as circumstances allow. A longer route should always be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering 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 Light Vessel which would avoid these problems.
(c)
(I )Tuskar Rock Lighthouse Coningbeg light vessel Hook Head Lighthouse Towers Brownstown Head Ballynacourty 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 bergy bits and growlers). Visually appears as a white mass when shone on by the sun, with not sun a dark mass. First signs may be the wash of the sea breaking on its base -2-
[mandyconquers@gmail.com] [SQA Nav theory] Ice blink - sighted as a yellowish haze usually well before the ice itself is detected. If overcast an ice blink will tend to have a white layer reflecting with the cloud 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 be assumed to be within 150 nautical miles. If below -1C then ice is within 50 nautical 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 of wildlife will provide indication of ice .E.g. walrus, seals, and different species of birds far from land. Sea state a distinct change in sea state, where an abrupt smoothing of the sea 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 is below 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 the slowest speed possible, or run before the wind at the least speed that will maintain steerage. manual removal / clearance may be considered. Use of de-icing agents Additionally:
(c) State the publication that obliges a shipmaster to report ice and severe ice accretion: Under SOLAS Chapter V, 2004, the Master of every ship encountering dangerous ice or conditions that will cause ice accumulation on ships, is required to report these conditions, format of the report can be found in The Mariners Handbook ( NP 100 ).
-3-
[mandyconquers@gmail.com] [SQA Nav theory] (d) Outline the reporting requirements of (i) ice and (ii) severe ice accretion: (i) (ii) The message should contain: The type of ice The position of the ice GMT and date of the observation The message should contain: The date and GMT The position of the ship The air and sea temperatures The force & direction of the wind
-4-
[mandyconquers@gmail.com] [SQA Nav theory]
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 forces exerted on the earth by the moon and also, by the sun and are combined with the centrifugal forces produced by the revolution of the earth and moons orbit around the 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 the hemisphere opposite to the moon. Figure 1
Point A LW
HW
Moon HW
LW
2. Spring tides The tides with maximum range are known as Spring tides - they occur at fortnightly 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 the highest high tide and the lowest low waters. The moon is at conjunction (New Moon) or opposition (Full Moon).
Full Moon Earth Opposition
New Moon Sun

-5-
Conjunction
[mandyconquers@gmail.com] [SQA Nav theory] Figure 2
3. Neap tides The tides with minimum ranges are known as Neap tides - they also occur at fortnightly 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 that effectively a lower high water and a higher low water is produced. . These forces of the Sun relative to the moon are in the approximate ratio 7: 3. The moon is said to be at quadrature. Figure 3
1st Quarter
Earth
Sun
Last Quarter
(b)(i) Height of Tide The difference in height between the chart Datum line and the water level. -6-
(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 a chart as an underlined figure e.g 04 shows a drying height of 0.4 m above Chart Datum.
Q3 a) Stare the factors to be considered and the publications to be consulted when 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/tides around the area of approach; 2. position fixing methods should have a good mix, and appropriate to the climatic conditions expected/forecast. The landfall position, once selected should be checked for daylight/night-time and poor visibility approach suitability; 3. the coastline should have prominent features. Low lying land/islands should be avoided where possible, especially approaching them from windward; 4. 5. 6. traffic density should be minimal where possible; Lee shores with strong onshore winds to be avoided where possible; abort points and contingency plans should be planned for.
Publications to be consulted are: 1. 2. 3. 4. Charts, including large scale charts (Corrected and up to date), Admiralty Sailing Directions (Pilot Books), Admiralty Lists of Lights and Fog Signals, Admiralty Lists of Radio Aids to navigation; -7-
[mandyconquers@gmail.com] [SQA Nav theory] 5. 6. 7. 8. 9. Mariners' routeing guides, Passage Planning Charts, Current and tidal atlases Admiralty Tide Tables; 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 affected giving 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 permanent magnetism 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 than 10m. (iii) State and explain the abbreviation ISO contained in the charted characteristics of Utklippan light: Iso is the abbreviation for Isophase meaning the period of light is equal to the period of darkness.
-8-
SQA Oct 2005:

Q3: a) Explain how the Mariners Routeing Guide, English channel and southern north sea Chart 5500 may be used in the preparation of a passage plan: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 application of Appraisal, Planning, Execution and Monitoring in passage planning; Routing: General Rules and Recommendations Covers the application of 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 vessels over 300 GT should have electronic position fixing systems; Passage Planning: Special Classes of Vessel gives advice for deep draught vessels eg under keel clearances and routes to use, recommended routes for vessels carrying dangerous goods and the use of ITZ for sailing vessels under 20m; Oil and Dangerous Cargoes: Marine Pollution Gives advice on the MARPOL and reporting requirements for different classes of cargo; Radio Reporting Systems applying to through Traffic gives advice on where reporting information can be found in ALRS, and the arrival reporting requirements and contents of the reports for different types of vessel carrying different types of cargo in the various areas; Reporting to a Port of Destination in the Area gives the reporting requirements 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 weather bulletins, 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 in the area. b) Explain the objective and rationale of ships routeing as outlined in the IMO publication ship routeing guide and SOLAS chapter V: -9-
[mandyconquers@gmail.com] [SQA Nav theory] 1.1 The purpose of ships routeing is to improve the safety of navigation in converging areas and in areas where the density of traffic is great or where freedom of movement of shipping is inhibited by restricted sea room, the existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. Ships routeing may also be used for the purpose of preventing or reducing the risk of pollution or other damage to the marine environment caused by ships colliding or grounding or anchoring in or near environmentally sensitive areas.
1.2 The precise objectives of any routeing system will depend upon the particular hazardous circumstances which it is intended to alleviate, but may include some or all of the following: .1 the separation of opposing streams of traffic so as to reduce the incidence of head-on encounters; .2 the reduction of dangers of collision between crossing traffic and shipping in established 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 offshore exploration or exploitation; .5 the organization of traffic flow in or around areas where navigation by all ships or by certain classes of ship is dangerous or undesirable; .6 the organization of safe traffic flow in or around or at a safe distance from environmentally 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 traffic through fishing grounds. c) Explain each of the following terms:
****(i) Traffic lane An area within defined limits in which one-way traffic is established. Natural obstacles, including those forming separation zones, may constitute a boundary. ****(ii) Separation zone
- 10 -
[mandyconquers@gmail.com] [SQA Nav theory] A zone separating the traffic lanes in which ships are proceeding in opposite or nearly 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 Line A line separating the traffic lanes in which ships are proceeding in opposite or nearly 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 kept clear of
(iv) Inshore traffic zone A routeing measure comprising a designated area between the landward boundary of a traffic separation scheme and the adjacent coast, to be used in accordance with the provisions of rule 10(d), as amended, of the International Regulations for Preventing Collisions at Sea, 1972 (Collision Regulations). (v) Precautionary area A routeing measure comprising an area within defined limits where ships must navigate with particular caution and within which the direction of traffic flow may be recommended.
- 11 -
SQA Nov 2005

Q3 (a) As a officer of the watch on a dry cargo vessel of length 100m, outline the elements contained in rule 10 of the IRPCS which must be taken 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 and 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 flow for 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 general direction of traffic flow as practicable. (c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. (d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic 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, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. (e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except: (i) in cases of emergency to avoid immediate danger;
- 12 -
[mandyconquers@gmail.com] [SQA Nav theory] (f) A vessel navigating in areas near the terminations of traffic separation schemes 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 a margin as is practicable. (i) A vessel engaged in fishing shall not impede the passage of any vessel following 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 10 seconds. It has an elevation of 47 metres measured between Mean High Water Springs and the focal plane of the white light. It has a nominal range (in met visibility 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 nautical miles. 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 between 2 and 3 knots. Ebb tide sets at approximately 245T with a Mean Spring Rate between 2 and 3 knots. (iii) State the meaning of the green shaded area on the chart: These are intertidal 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 Hand Lateral Mark, unlit, painted red. A Port
(v) State which direction a vessel should alter course to if Horseshoe Rocks buoy is observed dead ahead: This is a North Cardinal Mark. 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 team when a vessel is navigating in restricted waters: - 13 -
[mandyconquers@gmail.com] [SQA Nav theory] The Bridge Procedures Guide Edition 4 (2007) paragraph 1.2.5 The Bridge Team 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, risk is minimised and ships are navigated safely. All ships personnel who have bridge navigational watch duties will be part of the bridge team. The master and pilot(s), as necessary, will need the support of the team, which will comprise the 00W, a helmsman and look-out(s) as required. The 00W is in charge of the bridge and the bridge team for that watch, until relieved. It is important that the bridge team works together closely, both within a particular watch 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 with the engine room and other operating areas on the ship (b) : State TEN factors that should be considered when determining the composition of a navigational watch: The Bridge Procedures Guide Edition 3 (1998) paragraph 1.2. Composition of the navigational watch under the STCW Code states: In determining whether the composition of the navigational watch is adequate to ensure that a proper look-out can he maintained continuously, the master 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 is navigating; o the attention necessary when navigating in or near traffic separation schemes 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 as members of the watch, including compliance with applicable work hour regulations; o knowledge of and confidence in the professional competence of the ships officers and crew; - 14 -
o the experience of each 00W, arid the familiarity of that 00W with the ships equipment, procedures and manoeuvring capability; o activities taking place on board the ship at any particular time, including radio communication activities, and the availability of assistance to be summoned immediately to the bridge where necessary; o the operational status of bridge instrumentation and controls, including alarm systems; o rudder and propeller control and ship manoeuvring characteristics;
o the size of the ship and the field of vision available from the conning position; o the configuration of the bridge, to the extent that such configuration might inhibit a member of the watch from detecting by sight or hearing any external development; o any other relevant standard, procedure or guidance relating to watch keeping 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 act as the sole lookout: STCW states that In certain circumstances of clear daylight conditions the Master may consider that the OOW may be the sole look-out. (c). (ii) Outline the additional factors to be considered when determining if the 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 his capacity to maintain a proper lookout and remain in full control of the prevailing circumstances; back up to the OOW has been clearly designated; the OOW knows who will provide that back-up assistance, in what circumstances back-up must be called, and how to call it quickly; - 15 -
[mandyconquers@gmail.com] [SQA Nav theory] designated back-up personnel are aware of response times, any limitation on their movements, and are able to hear alarm or communication calls from the bridge; 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 the earth, 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 the centrifugal forces produced by the revolution of the earth and moons orbit around the 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 the hemisphere opposite to the moon. Figure 1
Point A LW
HW
Moon HW
LW
Spring tides The tides with maximum range are known as Spring tides - they occur at fortnightly 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 the highest high tide and the lowest low waters. The moon is at conjunction (New Moon) or opposition (Full Moon). - 16 -
Figure 2
Full Moon Earth Opposition Conjunction New Moon Sun
Neap tides The tides with minimum ranges are known as Neap tides - they also occur at fortnightly 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 that effectively a lower high water and a higher low water is produced. . These forces of the Sun relative to the moon are in the approximate ratio 7: 3. The moon is said to be at quadrature. Figure 3
1st Quarter
Earth
Sun
2nd Quarter
- 17 -
[mandyconquers@gmail.com] [SQA Nav theory] Q2) b) i) Explain the reliability of the tidal information contained in the Amiralty Tide Tables. The reliability of tidal predictions is dependent upon: (i) The methods of prediction that were used in the calculation the longer the period over which the observations were made, the more accurate the data will be for the seasonal changes in meteorological conditions for instance. (ii) How recent the tidal observations were made. For example, over the years mean sea level changes. The more recent the observations the more accurate the tidal prediction information will be.
Q2) b) ii) State reasons for possible discrepancies between published tidal heights/time and actual tidal heights/times experienced: (c) The discrepancies between predicted and observed heights and times can be caused by: (i) (ii) (iii) Meteorological Conditions: Changes in barometric pressure Effects of Wind Seiches Storm Surges Shallow Water Effects Seasonal Variations: in Mean Level Harmonic Constants
Q3: a) State Ten factors to be considered under 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 - 18 -
luminous range);
[mandyconquers@gmail.com] [SQA Nav theory] 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 Students 10 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 when undertaking 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 execution stage of a Voyage Plan: Five factors to be considered during the execution stage are:
- 19 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 Daytime versus night-time passing of danger points availability of
this will influence the safe speed at which the vessel can be navigated.
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 influence a 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 the monitoring 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. - 20 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 guage whether 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 celestial observation 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 first found on altering to that course to see if it has changed Re-check calculations and hat the correct body has been used (e.g. misidentification of a star) Take a new observation and perform a new calculation Check previous errors in the Compass Error Book
- 21 -
SQA July 2006:

Q3) Chart 5072 A vessel on passage from Trelleborg to Povoo, finland is to pass through the Bronsholmsgat, through the appropriate lane int eh TSS at olands Sodra Grund, 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 the intended voyage or passage corrected using relevant permanent or temporary notices 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 more than 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 of the following parts of the passage: The methods of position monitoring are: (i) From Trelleborg to Bornsholmsgat:
Transit astern using the lighthouses on departure Visual bearings of: Trelleborg Lighthouse - 22 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 - 23 -
[mandyconquers@gmail.com] [SQA Nav theory] Hano Island Olands Sodra Grund Lighthouse Olands Sodra Udde Point
(c) On appraising the passage it has been determined that if the vessel used the inshore traffic zone adjacent to the TSS the saving in distance would enable the vessel to berth on arrival, otherwise the berth would be occupied by another vessel. Discuss the feasibility of using the inshore traffic zone: Rule 10 if the IRPCS states: (d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic 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, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. Since neither the vessel nor the passage planned conform to the exceptions to the rule, then the vessel MUST use the appropriate traffic lane unless the vessel has to avoid immediate danger. (d) State two publications that may be used to determine if a TSS has been adopted by the IMO The adoption of a TSS can be found in: IMO Routing Guide Sailing Directions The appropriate BA chart (Note to Students 2 of the above list should be selected stating more than 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: The properties of a Mercator Chart are:
- 24 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 at speed 14 knots observes a man fall overboard from the port side of the focsle:
Since the casualty is still visible, then the Single Turn can be performed which is preferable to the Williamson Turn. This manoeuvre returns the vessel to the casualty much more quickly and creates an excellent lee in which to launch the rescue craft, but relies on the casualty remaining visible. Immediate actions are: Wheel put in Hand steering (Man on the wheel) and hard over to Port ordered (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 - 25 -
[mandyconquers@gmail.com] [SQA Nav theory] Prepare the hospital to receive the casualty Once the rescue craft is away, manoeuvre the vessel to create a lee to recover 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 Tide Tables state the circumstances when intermediate tidal heights may not be found 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 5056 A 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: etc 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
- 26 -
[mandyconquers@gmail.com] [SQA Nav theory] (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 the intended voyage or passage corrected using relevant permanent or temporary notices 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 more than 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 forecast Wind 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 Dangers of 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 in case of engine breakdown/steering gear failure etc or navigational error Radar image of the buoy/Portland may be obscured during heavy showers making monitoring difficult Rapid tidal rate/tide rips may be problematic for slow or small vessels (ii) Crossing over the Shambles Bank:
- 27 -
[mandyconquers@gmail.com] [SQA Nav theory] Advantages: Places the vessel further away from the allowing for the leeway problems caused by the SEly wind Disadvantages The shambles is very shallow very high risk of grounding in even shallow draughted vessels In contravention of the buoyage system in place
(iii) Passing to the East of the Shambles Bank:
Advantages:
Takes the vessel well way from the navigational dangers described above Safer Can fix by radar Eastern edge of the Shambles well marked by the East Cardinal Mark Disadvantages
Longer Outside the probable luminous range of Portland Bill Light making visual fixing difficult (d) From the options appraised in Q3.c) state the preferred option to be recommended to the master for given conditions: The preferred option is to take the longer safer route East of the Shambles
Q5: b) Whilst on passage heavy weather is forecast. State 6 items contained in the Bridge Procedure Guide, Bridge checklist for a vessel navigating in heavy weather: Six items from the BPG Heavy Weather Checklist are: Have the Master, Engine Room and Crew been informed of the conditions? Have all moveable objects been secured above and below decks, particularly in the Engine Room, Galley and in Storerooms? Has she ships accommodation been secured and all ports and deadligh ts closed? Have all weather deck openings been closed? Has the Speed and Course been adjusted as necessary? - 28 -
[mandyconquers@gmail.com] [SQA Nav theory] Have the crew been warned to avoid the upper deck areas made dangerous 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 offshore installations, Explain 5 bridge operational factors that should be considered by 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 vessel ready for immediate manoeuvre Keep at least 500m from any installations Be vigilant of day signals/ lights for vessels that might be Restricted in their 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 underwater pipelines Do not anchor in areas where there are pipelines they may not be on the chart yet due to having just been layed Possible magnetic anomalies around the pipelines Rigs may not be where charted not yet recorded on Riglists
- 29 -
SQA Dec 2006

Q2: Assuming the sea level shown represents MHWN on worksheet Q2
mark and clearly lable the relative levels for each of the following: a) b) c) MHWS MLWS MLWN
Mark and clearly label each of the following: a) b) c) d) e) Charted sounding Drying height Charted height of light UKC Air draught
- 30 -
- 31 -
Q3: As part of a voyage a vessel is to undertake a passage through the

English Channel and Dover Straits: (a) Explain how the Mariners Routeing Guide, English Channel and Southern North Sea, chart 5500 may be used in the preparation of this passage: There are 10 parts to chart 5500, which would be used as follows: Passage Planning Using this Guide This give advice on the application of Appraisal, Planning, Execution and Monitoring in passage planning; Routing: General Rules and Recommendations Covers the application of 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 should have electronic position fixing systems; Passage Planning: Special Classes of Vessel gives advice for deep draught vessels eg underkeel clearances and routes to use, recommended routes for vessels carrying dangerous goods and the use of ITZ for sailing vessels under 20m; Oil and Dangerous Cargoes: Marine Pollution Gives advice on the MARPOL and reporting requirements for different classes of cargo; Radio Reporting Systems applying to through Traffic gives advice on where reporting information can be found in ALRS, and the reporting requirements and contents of the reports for different types of vessel carrying different types of cargo in the various areas; Reporting to a Port of Destination in the Area gives the reporting requirements for ports to be used in the area (e.g. notice of arrival) and where information can be found on the requirements (ALRS Vol 6); Maritime Radio Services details on Navigation warnings and weather bulletins, 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 in the area.
- 32 -
(b) Explain how each of the following publications would be used in the appraisal stage of the passage plan: 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. (i)
(ii)
Admiralty Sailing Directions
The following could be extracted from the Sailing Directions which could be used in the appraisal stage of Voyage Planning: etc 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
(iii)
Admiralty List of Light and Fog Signals
- 33 -
[mandyconquers@gmail.com] [SQA Nav theory] 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, explain why this diagram may be of use in the Execution stage of the passage plan: It is used to calculate the and 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 be calculated 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 HW can also be calculated and plotted so that the vessel can, in some instances chase the HW along the English Channel to maximize underkeel clearance. Q5 B) As OOW state the actions that should be taken if a celestrial observation using the magnetic compass indicated that the deviation was 10^ W greater than 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 be informed 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
- 34 -
SQA Mar 2007 Q3) SOLAS chapter V requires a Master to have in place a Voyage
plan 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.
- 35 -
[mandyconquers@gmail.com] [SQA Nav theory] (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 monitoring stage when determining the primary and secondary means of position monitoring for a coastal passage: Four factors to consider when deciding what to use for primary and Secondary 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 in heavy showers, The topography of the coast and its suitability for using Radar to measure ranges, The availability of GPS/DGPS and other means of electronic navigation in that area to back up the above
(d) Outline 4 factors to be considered when undertaking the monitering stage when determining the frequency of a position fixing: Four factors 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
- 36 -
SQA July 2007

Q3) (a) Explain the objective and rationale of ships routeing, as outlined in the IMO publication Ship Routeing Guide and SOLAS Chap V. 1.1 The purpose of ships routeing is to improve the safety of navigation in converging areas and in areas where the density of traffic is great or where freedom of movement of shipping is inhibited by restricted searoom, the existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. Ships routeing may also be used for the purpose of preventing or reducing the risk of pollution or other damage to the marine environment caused by ships colliding or grounding or anchoring in or near environmentally sensitive areas.
1.2 The precise objectives of any routeing system will depend upon the particular hazardous circumstances which it is intended to alleviate, but may include some or all of the following: .1 the separation of opposing streams of traffic so as to reduce the incidence of head-on encounters; .2 the reduction of dangers of collision between crossing traffic and shipping in established 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 offshore exploration or exploitation; .5 the organization of traffic flow in or around areas where navigation by all ships or by certain classes of ship is dangerous or undesirable; - 37 -
[mandyconquers@gmail.com] [SQA Nav theory] .6 the organization of safe traffic flow in or around or at a safe distance from environmentally 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 traffic through 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. Natural obstacles, including those forming separation zones, may constitute a boundary. (ii) Separation zone A zone separating the traffic lanes in which ships are proceeding in opposite or nearly 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 Line A line separating the traffic lanes in which ships are proceeding in opposite or nearly 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 kept clear of (iv) Inshore traffic zone A routeing measure comprising a designated area between the landward boundary of a traffic separation scheme and the adjacent coast, to be used in accordance with the provisions of rule 10(d), as amended, of the International Regulations for Preventing Collisions at Sea, 1972 (Collision Regulations). (v) Precautionary area A routeing measure comprising an area within defined limits where ships must navigate with particular caution and within which the direction of traffic flow may be recommended. Q5) (a) ii) - 38 -
[mandyconquers@gmail.com] [SQA Nav theory] State 6 other items of bridge equipment that the OOW should check every 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 Aneroid Barometer, Barograph)
Q5(b) : The merchant shipping (distress signals and prevention of collision) regulations 1996, contains factors to be considered when determining 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 or from back scatter of her own lights: Backscatter can make it difficult to see lights and other objects at night. The speed of the vessel needs to be adjusted so that lights and other objects can be seen in reasonable time to allow the appropriate actions required by the IRPCS to take place. (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 may lose 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 when radar is used to determine the range of the vessel or other objects in the vicinity: When an object is first observed visually, its range can be found using radar. This gives the Navigator a more exact assessment of the visibility than by estimation. The - 39 -
[mandyconquers@gmail.com] [SQA Nav theory] vessels speed needs to be adjusted according to the range at which objects/vessels are detected. This can therefore be done with greater accuracy.
SQA Oct 2007

Q4) (c) Explain why the dlong between two points on a parallel of latitude cannot be used as a linear measure. The DLong between two points can only be used as a unit of linear measure if bot h points are at the equator, since 1 minute of longitude is equal to one nautical mile. At latitudes other than the equator the distance between the meridians passing through 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 10 circumstances when the master must be called: Checklist B13 of Edn 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 in soundings occurs - 40 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 B14 Familiarisation with bridge equipment Preparation for sea Preparation for arrival in port Pilotage Passage plan appraisal Navigation in coastal waters Navigation in ocean waters Anchoring and anchor watch Navigation in restricted visibility Navigation in heavy weather or in tropical storm areas Navigation in ice Changing over the watch Pre-operational DP checklist
- 41 -
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: etc (ii) State the 2 charts that should be used to appraise the passage through Auckland approach channel and to the berth: The two charts that could be used are: NZ 5322 NZ 5321 - 42 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
[mandyconquers@gmail.com] [SQA Nav theory] (iii) State 4 other publications used to appraise the passage: Six other publications which could be used are: 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 Admiralty List of Radio Signals
(b) State with reason whether the planned track should pass to the north
or to the south of channel island: A moderate sized, reliable vessel could pass through the South Passage, if at slack water by using good parallel indexing techniques. There are however tide rips and overfalls that would be encountered if the vessel passes to the South when the tide is running which could endanger smaller vessels. Slow vessels may suffer from the 2 3 knot currents. The vessel will also be passing through a reasonably narrow gap at the centre of which is a shallow patch. This could prove dangerous in the case of wave action causing a grounding danger, of machinery breakdown e.g. main engine or steering gear. It would therefore be more prudent to take the route to the North of the Island SOLAS Chapter V does state that that the longer safer route should be taken in preference to a shorter more dangerous route. This would also avoid a shallow patch and give a greater safety margin from the dangers.
(c) State the charted features and the methods that would be used for
position monitoring from he anchorage to the Auckland pilot station: The methods of position monitoring would be: Parallel indexing off: Billy Goat Point Closest edge of land of Rangitoto Island Headmark: Peninsula F. Al WRG 23m21/17M Lighthoue on the NE side of the Devonport
Visual Fixing -
Daylight:
Rakito Island Peak Motutapu Island Peak Rangitoto Island Peak Lighthouse W of Rangitoto Island
Night:
Rakito Island Light (when visible) - 43 -
[mandyconquers@gmail.com] [SQA Nav theory] Motutapu Island Light (when visible) Lighthouse W of Rangitoto Island
Radar Ranges off: Billy Goat Point Tatarata Point Closest parts of Rangitoto Islan
MotuhoropapaIsland
SQA Mar 2008

Q3) The OOW of the ship, outward bound from Wellington Harbour is planning a passage from the pilot station , through Cook Strait to a waypoint 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 Directions Admiralty List of Lights & Fog Signals Admiralty List of Radio Signals Current Atlas Tidal Stream Atlas Tide 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 in the 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.
- 44 -
[mandyconquers@gmail.com] [SQA Nav theory] (c) Identify the methods and charted features that would be used to monitor this passage: Visual Transits of the Light-houses in transit (Q and Iso WRG) - visual bearing and compass 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 Light house 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 on Merchant Ships, and MSN 1767, Hours of Work, Safe Manning and Watchkeeping revised Provisions from Sep 2002 , state each of the following: (i) The 3 specified items that the OOW should ensure before handing over the watch: When handing over the watch the OOW shall: ensure that the members of the relieving watch are fully capable of performing their duty ensure that the vision of the relieving watch is fully adjusted to the light conditions ensure that all standing orders and the Masters night orders are fully understood (MGN 315 Paragraph 6.1) (ii) The 2 specified instances when the OOW should not hand over the watch to the relieving officer: The OOW shall not hand over the watch:
- 45 -
[mandyconquers@gmail.com] [SQA Nav theory] if there is reason to believe that the relieving officer is not capable of carrying out the watch-keeping duties effectively in which case the Master should 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 rest period in any 24 hour period is 10 hours. This shall not be split into more than 2 periods. (MSN 1767 Paragraph 3.2) (MGN 315 Paragraph 4.1)
(iv) The minimum length of at least one of the daily rest period: the periods should be at least 6 hours long, with an interval between not exceeding 14 hours.
One of
(MSN 1767 Paragraph 3.2) (MGN 315 Paragraph 4.1)
b) An OOW obtains a ship position derived by celestrial observation which Is 20 NM to the south of the DR position. After having checked the calculations and plotting of the sights the OOW can find no error. State the actions 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 crosscheck the original sight eg GPS
(c) State 5 instances when the error of the ships compass should be obtained: The compass error should be obtained if: Once a watch when no major alterations of course take place - 46 -
[mandyconquers@gmail.com] [SQA Nav theory] 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 steering position in the steering flat in the event of a total power failure of the ships telephone system: Sound powered telephone Talk back system VHF/UHF portable radio Messenger if applicable to that ship
SQA July 2008

Q3) A passage through several restricted waters is being planned. a) With reference to a vessels manoeuvring characteristics explain each of the following: (i) Tactical advance Distance travelled by the centre of gravity in the direction of the original course until 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 original course. (ii) Transfer
The distance travelled by the centre of gravity measured perpendicular to the direction of the original course.
(iii)
Wheel Over Position The position at which the course alteration is initiated
- 47 -
[mandyconquers@gmail.com] [SQA Nav theory] (b) show, using a labelled diagram, how the above information may be presented on the bridge of a ship:
Original Course
Wheel Over Transfer
(c) State 4 additional items of information that should be presented with the manoeuvring data: (Note to Students - any 4 of the answers listed below are acceptable answers) (i) (iii) (iv) (v) Approach Speed (ii) Rudder Angle Draughts, or Load/Ballast Condition Weather (wind speed & direction) Underkeel Clearance
(d)
(i)
Advance
Clearing Bearing
A minimum or maximum bearing of a given object which must not be crossed if the vessel is to remain on a safe track. This is mainly used for coastal navigation visual, 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 the vessel 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 the planned track. This is mainly used in conjunction with GPS - 48 -
[mandyconquers@gmail.com] [SQA Nav theory] (iv) Abort Position
The Point of No Return. The position along a given track which is the last chance 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 than the turning circle and stopping distance, so the vessel is committed to the required manoeuvre. Q5: b): State 5 instances when the officer of the watch should check the gyro and magnetic 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 2008

Q3: With reference to chart 5046 A ship outward bound from Boulogne is to cross the NNE bound traffic 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, 10th November. A) Calculate the predicted tidal stream, using the nearest tidal diamond: From Tide Tables using Dover Time Height LW 08.25 1.5m HW Height 6.1m HW 13.23 6.1m LW Height -1.5m Pred Range 4.6m
Spring Range Neap Range
5.9m 3.3m
HW Time 13.23 Reqd Time 08.25 Interval +4h58m before HW Therefore taking 5h before will give a tidal stream good for between 07.53hrs to 08.53hrs which 08.25 hrs lies between. - 49 -
To Calculate the Rate From the Charted Tidal Diamond Diagram The nearest Tidal Diamond is L 5h before HW 200 T Dir 2.0kts Sp 1.1kts Np
4.6 5.9 3.3
2.0 kts
1.1 kts 2.0 ( 1.3 x 0.9) (2.6 )
= 1.55kts
1.6 knots
The Predicted Tidal Stream is 200 T at 1.6 knots
- 50 -
[mandyconquers@gmail.com] [SQA Nav theory] (b) A northerely wind is causing 3^ leeway. State the true course to steer to comply with the rule 10c of the international regulations for prevention of collisions 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 if obliged to do so shall cross on a heading as nearly as practicable at right angles 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 section would therefore be 285 T
(c) The ship will need to cross the separation zone prior to entering the SW bound traffic lane, state the TWO other circumstances when a vessel may enter the separation zone: Rule 10 (e) states A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not 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 scheme has been adopted by the IMO: if a TSS has been IMO adopted it would be: (i) stated on the BA Chart used (ii) published in the IMO Routing Guide State which vessels may use the inshore traffic zones: Rule 10 (d) states:
(e)
(i) A vessel shall not use an inshore traffic zone when she can s afely use the appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic 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, pilot - 51 -
[mandyconquers@gmail.com] [SQA Nav theory] station or any other place situated within the inshore traffic zone, or to avoid immediate 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 exempted from 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 for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation. Rule 10 (l) states: A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation.
Q5) On completion of an ocean passage a ship is to enter restricted navigational waters.
(a) State 10 factors to be considered when determining the bridge composition 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 ship is navigating; the attention necessary when navigating in or near traffic separation schemes or other routeing measures; the additional workload caused by the nature of the ship's functions immediate operating requirements and anticipated manoeuvres; - 52 -
[mandyconquers@gmail.com] [SQA Nav theory] the fitness for duty of any crew members on call who are assigned as members of the watch; the knowledge and confidence in the professional competence of the ship's officers and crew; the experience of each OOW, and the familiarity of that OOW with the ship's equipment, procedures and manoeuvring capability; activities taking place on board the ship at any particular time including radio communication activities, and the availability of assistance to be summoned immediately 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 conning position; the configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting by sight and hearing any external development; any other relevant standard procedure or guidance relating to watchkeeping arrangements and fitness for duty. (b) State 10 items of bridge equipment that should be checked prior to entering restricted waters: The following items of bridge equipment would be checked prior to entering 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, morse light; sound signalling apparatus, including whistles; - 53 -
[mandyconquers@gmail.com] [SQA Nav theory] steering gear, including manual, auto-pilot and emergency changeover arrangements and rudder indicators; window wiper/clear-view screen arrangements
(c) State 5 factors to be considered when determining the frequency of position fixing in restricted waters: The following shall be used to determine the fixing interval in restricted waters: 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 2008

Q3: chart 5048:
- 54 -
- 55 -
(a)
This route is possible especially with the use of good parallel indexing. This route would NOT be used however for the following reasons: - 56 -
[mandyconquers@gmail.com] [SQA Nav theory] The route passes unnecessarily close to the light vessel and the buoy when passing between them. This would put the vessel in unnecessary danger 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 traffic lane unnecessarily close to the exit point from the TSS causing conflict. Merging with other traffic entering the ENE Traffic lane could prove difficult if traffic conditions are busy SOLAS Chapter V (Annex 24. 4.) clearly states that under the planning process The planned track should be plotted to clear navigational hazards at as safe a distance as circumstances allow. A longer route should always be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering 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 Light Vessel. (b) (i) darkness): The light flashes (i.e. the period light is shorter than the period of 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 True Bearings of 245T and 274T. A total arc of visibility of 29. (iii) This is a description of the structure and its height in metres. The Lighthouse is a white coloured tower with a height of 13 metres. This is measured from the top of the structure to the ground.
then;
(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 seconds 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 radar band widths to detect radar transmissions. Once detected the Racon will transmit a signal which can be seen by the navigator on the radar screen and thus assist with the identification of Hook Head on Radar. It does not state whether the Racon - 57 -
[mandyconquers@gmail.com] [SQA Nav theory] operated on 3cm, 10cm or both radar wavelengths. The chart however does state that 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 For 50m height Geographical Range is 18.6 miles Geographical Range is 19.3 miles - 58 -
It can clearly be seen that the Luminous Range is the least range and this would be taken at 8.2 miles The Earliest Hook Head Light would be seen under the given conditions 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 to Traffic Separation schemes Coastguard / Rescue Services and signals used Sketches on the appearance of the coastline/lighthouses and other prominent features
- 59 -
SQA Mar 2009

Q3)
(a) The factors involved in determining the safe distance to pass off Portland Bill are: (i) Expected weather conditions and the associated prevailing visibility; (ii) Variety, availability and working condition of navigational equipment including radars; (iii) Number and experience of available navigating officers; (iv) Manoeuvrability of the vessel including the anticipated set and rate of the current compared to the available ship speed; (v) Traffic density anticipated to be encountered, including fishing vessels.
(b)
(i)
This is a Trinity house maintained light.
- 60 -
[mandyconquers@gmail.com] [SQA Nav theory] (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 Radar Conspicuous.
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 the Varne 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 range or bearing on the Western side.
Q5)
(a)
Rule 6 states:
- 61 -
[mandyconquers@gmail.com] [SQA Nav theory] In determining a safe speed the following factors shall be among those taken into account: (a) (i) By all vessels: the state of visibility;
(ii) the traffic density including concentrations of fishing vessels or any other vessels; (iii) the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions; (iv) at night the presence of background light such as from shore lights or from back scatter of her own lights; (v) the state of wind, sea and current, and the proximity of navigational hazards; (vi) the draught in relation to the available depth of water.
(b) Additionally, by vessels with operational radar: (i) (ii) the characteristics, efficiency and limitations of the radar equipment; any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference; (iv) the possibility that small vessels, ice and other floating objects may not be detected 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 when radar 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, as applicable, the operation of the following: the main steering gear; the auxiliary steering gear; the remote steering control systems; the main steering position on the bridge; - 62 -
[mandyconquers@gmail.com] [SQA Nav theory] position; alarms; equipment. the emergency power supply; the rudder angle indicators in relation to actual rudder the remote steering gear control system power failure the steering gear power unit failure alarms; and automatic isolating arrangements and other automatic
Checks and tests should include: the full rudder movement according to the required capabilities of the steering gear; the timing of rudder movement from hardover-to-hardover, using each steering gear power unit singly and together, to ensure consistency with previous tests; a visual inspection of the steering gear and its connecting linkage; and the operation of the means of communication between the bridge and the steering gear compartment.
(c) Emergency steering drills must be carried out at least once every 3 months
- 63 -
SQA July 2009

Q2)
(a) Lowest Astronomical Tide (LAT) This is the lowest level of tide when considering only the effect of the sun and moon. (b) The reasons for differences between published heights/times and actual tides is: (i) (ii) (iii) (iv) (v) (vi) (c) (i) that date. The effect of wind; The effect of extremely high or low pressure; Storm surges; Negative surges; Exceptionally heavy rainfall; Errors in seasonal correction due to them being an average. The black circle indicates that a New Moon has been predicted for - 64 -
[mandyconquers@gmail.com] [SQA Nav theory] (ii) later. (d) (i) The Tidal Set is the direction of the flow of the tide measured in degrees true. (ii) The Tidal Drift is the distance a body of water will have moved during a period of time measured in nautical miles. (iv) The Tidal Rate is the speed that a body of water has moves during a period of time measured in knots. Q3): Referring to the curve indicates that Spring Tides will occur 2 days
- 65 -
(a) The charted Note Satellite Derived Positions informs the navigator that the datum for the celestial sphere is that of the World Geodetic System 1984 Datum (WGS 84). The navigator would have to ensure that the GPS set in use is set to this datum. - 66 -
[mandyconquers@gmail.com] [SQA Nav theory] The positions, when used on the chart would have to be adjusted as follows: Latitude adjusted by 0.02 Southwards Longitude adjusted by 0.05 Eastwards. Both these are so small that they are of no practical use to the ships navigator using this chart, due to the scale, and would therefore be discarded.
(b)
Luminous Range is 8.0 miles
Geographical Range is approx 20.7 miles
The light would first be seen at 8.0 miles
(c) (d)
_._ Hook Head would be a suitable for a landfall for the following reasons:
Hook Head has a shape readily identifiable by radar, and Racon K to assist with confirmation of this. Hook Head and the surrounding area is suitable for radar fixing.
- 67 -
[mandyconquers@gmail.com] [SQA Nav theory] Hook Head Light has a long nominal range, and would therefore pierce fog well The area surrounding Hook Head does not have any underwater dangers such as rocks, wrecks, shallows etc. The Tidal Diamonds and Tidal Arrows on the approach to Hook Head are plentiful giving assistance in the calculation of the tidal streams to be anticipated. (e) The water shallows very gradually on the approach to Waterford so it would be difficult to identify a particular point or contour, but it could be used to assist in confirmation by cross referencing using other means of fixing or to confirm an anticipated under-keel clearance. (f) The symbol indicates overfalls, tide rips or races. These could cause the vessel to be difficult to steer when the tides are running fast, possibly causing the vessel to sheer. Extreme caution advised!
(g)
(i)
From Chart
- 68 -
- 69 -
MHWS in the area of Great Saltee is 3.9m Keeragh Isl Ht above MHWS 6.0m MHWS 4.0m Ht above Chart Datum 10.0m Nature of the bottom Gt Saltee 57.0m 3.9m 60.9m L. Saltee 35.0m 3.9m 38.9m
(i)
cS is course bsand R is Rock
- 70 -
SQA Oct 2009

Q5): (a) (i) State the specific condition when the OOW may act as a sole lookout: MGN 315 paragraph 8.3 states: In certain circumstances of clear daylight conditions the Master may consider that the OOW may be the sole look-out.
(ii) State the factors that must be taken into account prior to the OOW becoming the sole Lookout: MGN 315 paragraph 8.3 states: to: Full account has been taken of all relevant factors including but not limited
state of the weather visibility traffic density proximity of dangers to navigation
the attention necessary when navigating in or near traffic separation schemes design and layout of the bridge
arcs of visibility radar equipment fitted and their limitations with respect to navigation
other duties that the officer may have to engage in and which could be a distraction from the keeping of a proper look-out such as: operation of GMDSS and other communications equipment such as cell phones and email systems navigational maintenance such as completion of logs and other record keeping and correction of charts and publications
- 71 -
[mandyconquers@gmail.com] [SQA Nav theory] routine testing and maintenance of bridge equipment
In any event, an OOW acting as sole look-out should always be able to fully perform both the duties of a look-out and those of keeping a safe navigational watch. Assistance must be immediately available to be summoned to the bridge when any change in the situation so requires. (iii) Outline the guidance on how the OOW may fully engage the lookouts attention: MGN 315 paragraph 9.2 states: As a way of fully engaging the look-outs attention consideration should be given to keeping the look-out appraised of the current navigational situation with regard to expected traffic, buoyage, weather, landfall, pilotage and any other circumstance relevant to good watchkeeping.
- 72 -
SQA Dec 2009

- Q3 (a) The Sailing Directions give information on the following: (i) (ii) (iii) (iv) (v) (vi) (vii) (viii) The Topography of the Land Hazards Exercise Area Ferry Traffic Wind local influences and effects Seas how affected locally by the weather Current & Tidal Streams Local Magnetic Anomoly Reporting System Routes Inshore Principal marks Aids to Navigation Directions
(See annex 1 for the actual contents for the Cook Strait) (b) The following could be used for parallel indexing: (i) NE Point of Stephens Island (ii) N Point of Cape Koamanu Brothers Light Sinclair Head (possible) Baring Head Turakirae Head SE Point of Aorangi Peninsula
(iii) (iv) (v) (vi) (vii)
(c) Parallel Indexing indicates only whether a vessel is on or off track. It can also be used to indicate whether a vessel is in safe water or not if the NMT/NLT lines are also used. PI do however only give one position line, so cannot be used as a fix since a fix requires at least two position lines. (d) The primary means of fixing at night would be by visual bearings of the lights, backed up by radar ranges to give at least three position lines per fix. (e) (i) Clearing Bearings (ii) Clearing Ranges (iii) Echo Sounder (iv) GPS
(f) If the GPS set is programmed to use the Datum of WGS 84, then it will tie in with the same Datum used in the creation of the chart. No corrections will - 73 -
[mandyconquers@gmail.com] [SQA Nav theory] need to be applied to the positions acquired from the GPS they can be plotted directly on the chart. Q5 (a) Detection by radar - especially in a calm sea (cannot be relied upon for bergy bits and growlers). Visually appears as a white mass when shone on by the sun, with not sun a dark mass. First signs may be the wash of the sea breaking on its base Ice blink - sighted as a yellowish haze usually well before the ice itself is detected. If overcast an ice blink will tend to have a white layer reflecting with the cloud 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 be assumed to be within 150 nautical miles. If below -1C then ice is within 50 nautical 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 of wildlife will provide indication of ice e.g walrus, seals, and different species of birds far from land. Sea state a distinct change in sea state, where an abrupt smoothing of the sea 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)
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 the slowest speed possible, or run before the wind at the least speed that will maintain steerage. manual removal / clearance may be considered. Use of de-icing agents Additionally:
(c) Under SOLAS Chapter V, 2004, the Master of every ship encountering dangerous ice or conditions that will cause ice accumulation on ships, is required to report these conditions, format of the report can be found in The Mariners Handbook (NP 100). (d) (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: - 74 -
[mandyconquers@gmail.com] [SQA Nav theory] The date and GMT The position of the ship The air and sea temperatures The force & direction of the wind
SQA Mar 2010

Q2) c) Define each of the following terms: )(i) Mean Sea Level The average height of the surface of the water measured over a long period of time.
(ii)
Charted Depth
The depth of water between the bottom of the sea and the Chart Datum line. These are the sounding depths that are found on charts. As Chart Datum is a point below which the water level seldom falls the mariner can consider this to be the minimum depth of water available at any time. In addition to this depth he will have some height of tide to add.
- 75 -
SQA Jul 2010

Q3) (a) (b) When appraising and planning for a landfall, the following should be
considered: The Landfall approaches should be clear of navigational hazards e.g.
shoals, dangerous wrecks; Large scale charts of the area must be available A sea bed with a distinct shoaling features that assists navigation using
the echo sounder; The predicted meteorological conditions of the area for visibility and wind
force and direction, rainfall, low lying cloud etc; The anticipated ranges of the first sighting of lights, and their identification
e.g. by the use of distinct characteristics and Racons; The direction and rate of tidal streams especially when the tide is strong; The mix of fixing methods available including visual, radar, electronic Consider that low lying land may only be visible at close range distinctive
navigational aids and echo sounder
mountainous areas can be identified using the sketches in the Sailing Directions Prominent coastlines with distinct features are useful for identification
especially by radar; Fog signals to assist in recognition and proximity to land in poor visibility Suitable anchorage areas; Traffic density Publications that should be consulted when planning to make a
landfall are: 1. Admiralty Sailing Directions (Pilot Books), - 76 -
[mandyconquers@gmail.com] [SQA Nav theory] 2. 3. 4. 5. 6. 7. 8. Admiralty Lists of Lights and Fog Signals, Admiralty Tide Tables; Current and tidal atlases Admiralty Lists of Radio Aids to navigation; IMO Routing Guide. Notices to Mariners Nautical Almanac
(c)(i) To Calculate at what range the vessel would first be seen From the Chart 5140 Charted Elevation 183 m Nominal Range 18 miles From Luminous Range Diagram
The Luminous Range is 16.7 miles From the Geographical Range Diagram The Geographical Range is > 32.6 (actually 32.8 miles) Taking the least of the two, The Light would first be seen at an estimated range of 16.7 miles - 77 -
[mandyconquers@gmail.com] [SQA Nav theory] (c)(ii)
The arrow indicates the approximate direction of a current in restricted waters. The figure indicates the strength of the current i.e. a rate of 0.4 knots. Q5) (a)
10 circumstances when the Master should be called are:
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 in soundings occurs 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 (Checklist B13 BPG Edn 4 2007) - 78 -
(b)
Six items of equipment to be checked prior to entering fog are: radar, ARPA or other plotting facilities VHF fog signalling apparatus navigation lights echo sounder; if in shallow waters watertight doors, if fitted (Checklist B9 BPG Edn 4 2007)
(c) (Note to Students The question uses the wordswhen in the presence of a pilot. The question is to be interpreted as meaning during the pilotage rather than when the pilot arrives on the bridge) The obligations of the OOW when in the presence of a pilot: The presence of a Pilot does not relieve the Master or the OOW of their duties and obligations for the safety of the ship. Both should be prepared to exercise their right not to proceed to a point where the ship would not be able to manoeuvre or would be in danger; (Para 3.3.3.1 BPG Edn 4 2007) If the Master leaves the Bridge, the OOW should always seek clarification from a Pilot when in any doubt as to the Pilots actions or intentions; If a satisfactory explanation is not given, the OOW should notify the master immediately, taking whatever action is necessary before the Master arrives. (Para 3.3.3.4 BPG Edn 4 2007)
- 79 -
SQA OCT 2010

Q3) A) The following publications should be consulted during the appraisal stage of the voyage planning: (b) Existing radio navigational warnings; Admiralty Notices to Mariners; Accurate and up-to-date Admiralty Lists of Lights and Fog Signals; Accurate and up-to-date Admiralty Lists of Radio Signals; Mariners Handbook (NP100); Admiralty Sailing Directions; Current and tidal atlases; Current tide tables; The methods of position monitoring would be:
Parallel indexing off:
St. Gowan Light Float NE edge of land of Lundy Island E Edge of Baggy Point
Visual Fixing -
Caldy Island Light St. Gowan Light Float Helwick Light Float
Lundy Island N Light (when visible) Lundy Island S Light (when visible) Bull Point Light Hartland Point Light Bideford Fairway Buoy (Once the correct position has been verified) - 80 -
Radar Ranges off: St. Gowan Light Float
Caldey Island
Helwick Light Float Baggy Point Lundy Island Rock Nose (approximate Head Range)
(c) State how the charts will be checked to ensure that they are corrected up to date: The Chart Publication/Edition Date (printed bottom centre of the chart) and small corrections (entered in the bottom left hand corner of the chart) would be checked against the chart correction log that they correspond (NP133A). The above would then be checked against the latest Cumulative List of Admiralty Notices to Mariners, and any subsequent Weekly Notices to Mariners Published since the publication date of the cumulative list. This method would only give the last 2 to 3 years corrections however, since the cumulative lists only go back that far. Alternatively, ukho.gov.uk website could be accessed (if available) where the publication/edition date, and ALL the small correction numbers and the corresponding NTMs since the chart was produced is published.
(d) Bull Point Light would be expected to turn red on a True Bearing of 096T Q5) With reference to the BPG and MGN 315, keeping a safe navigational watch on merchant ships: (a) List the information that the OOW should inform the relieving OOW during the handover of navigation watch: The following should be handed over: the vessel's estimated or true position; - 81 -
[mandyconquers@gmail.com] [SQA Nav theory] the vessel's intended track, course and speed and draught; any conditions and dangers/hazards to navigation expected to be encountered during the watch; predicted tides, currents, weather, visibility and the effect of these factors upon course and speed; any errors in gyro and magnetic compasses; the status of all bridge equipment; the settings of bridge/engine controls; the manning of engine room; the presence and movement of vessels in sight or known to be in the vicinity; the vessels security status; any standing orders/night orders/special instructions for the navigation of the vessel; the possible effects of heel, trim, water density and squat on underkeel clearance; any special work on deck any instructions/information given to the watchkeeping personnel to ensure the keeping of a safe navigational watch, including maintenance of a proper look-out.
(b) State the instances when the handover of a navigation watch should be deferred: The handover should be deferred when: (ii) (iii) The officer to be relieved is not satisfied that the relieving officer is: (i) unfit to take over the watch through illness; unfit to take over the watch through drink drugs or fatigue; unable to carry out duties temporarily due to night vision; If a manoeuvre is taking place; If an action is taking place to avoid danger.
- 82 -

SQA Nav Theory Mandy

Încărcat de

Informații document

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

SQA Nav Theory Mandy

Încărcat de

Drepturi de autor:

Formate disponibile

[mandyconquers@gmail.

com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Jun 2005

Full Moon Earth Opposition

New Moon Sun

[mandyconquers@gmail.com] [SQA Nav theory] Figure 2

[mandyconquers@gmail.com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Oct 2005:

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Nov 2005

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Mar 2006:

[mandyconquers@gmail.com] [SQA Nav theory]

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

The manoeuvrability of the vessel in the expected load and weather

[mandyconquers@gmail.com] [SQA Nav theory]

SQA July 2006:

List six publications to be consulted to appraise the section of the

From Bornsholmsgat to the TSS:

angles. Every Latitude has a different scale of distance

SQA OCT 2006

Passing to the West of the Shambles Bank: Advantages:

(iii) Passing to the East of the Shambles Bank:

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Dec 2006

[mandyconquers@gmail.com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

Q3: As part of a voyage a vessel is to undertake a passage through the

[mandyconquers@gmail.com] [SQA Nav theory]

Admiralty Sailing Directions

Admiralty List of Light and Fog Signals

[mandyconquers@gmail.com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

SQA July 2007

SQA Oct 2007

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Nov 2007

Rakito Island Light (when visible) - 43 -

SQA Mar 2008

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

SQA July 2008

Wheel Over Transfer

[mandyconquers@gmail.com] [SQA Nav theory] (iv) Abort Position

SQA OCT 2008

Spring Range Neap Range

[mandyconquers@gmail.com] [SQA Nav theory]

4.6 5.9 3.3

1.1 kts 2.0 ( 1.3 x 0.9) (2.6 )

The Predicted Tidal Stream is 200 T at 1.6 knots

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

SQA Nov 2008

[mandyconquers@gmail.com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

To Calculate the Visible Range

[mandyconquers@gmail.com] [SQA Nav theory]

[mandyconquers@gmail.com] [SQA Nav theory]

SQA Mar 2009

This is a Trinity house maintained light.

[mandyconquers@gmail.com] [SQA Nav theory]

SQA July 2009

[mandyconquers@gmail.com] [SQA Nav theory]

Luminous Range is 8.0 miles