March 05
Q3
(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) vessel using a traffic separation scheme shall!
(i)
proceed in the appropriate traffic lane in the general direction of traffic flo" for that lane;
(ii) so far as practicable #eep clear of a traffic separation line or separation zone; (iii) normally $oin or leave a traffic lane at the termination of the lane% but "hen $oining or leaving from either side shall do so at as small an angle to the general direction of traffic flo" as practicable.
(c) vessel vessel shall% so far as practicable% avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flo".
(d)
(i) vessel shall not use an inshore traffic zone "hen she can safely use the appropriate traffic lane "ithin the ad$acent traffic separation scheme. &o"ever% &o"ever% vessels of less than '0 metres in length% sailing vessels and vessels engaged in fishing may use the inshore traffic zone. (ii) ot"ithstanding subparagraph (d) (i)% a vessel may use an inshore traffic zone "hen en route to or from a port% offshore installation or structure% pilot station or any other place situated "ithin the inshore traffic zone% or to avoid immediate danger.
(f) vessel navigating in areas near the terminations of traffic separation schemes shall do so "ith particular caution.
(g) vessel vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.
(h) vessel vessel not using a traffic separation scheme shall avoid it by as "ide a margin as is practicable.
(b)
The route orth of *oningbeg +t is possible , especially "ith the use of good parallel inde-ing.
This route "ould OT be used ho"ever for the follo"ing reasons!
•
The route passes unnecessarily close to the light vessel and the buoy "hen passing bet "een them. This "ould put the vessel in unnecessary danger if there "as! (i) ailure or degraded performance of /lectronic avigational avigational ids ids such as radar% 2 etc combined "ith a poor visibility during sho"ers could put the ship in danger (ii) 3achinery failure "ould put the vessel in unnecessary danger from lee shore (iii)3anoeuvres to avoid ishing vessels for instance "ould prove difficult due to the lac# of sea room
•
• •
The route "ould be crossing the e-iting traffic from the 424 traffic lane unnecessarily close to the e-it point from the T22 causing conflict. 3erging "ith other traffic entering the // Traffic Traffic lane could prove difficult if traffic conditions are busy 2O+2 *hapter 5 (nne- '6. 6.) clearly states that under the planning process 7The planned trac# should be plotted to clear navigational hazards at as safe a distance as circumstances allo". allo". longer route should al"ays be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering gear brea#do"n at a critical moment must not be overloo#ed.8
9t "ould be better to plan a route passing to the 2outh of the *oningbeg +ight 5essel "hich "ould avoid these problems.
(c)
( i)
Tus#ar Roc# +ighthouse *oningbeg lightvessel &oo# &ead +ighthouse To"ers :ro"nsto"n &ead :allynacourty oint +ighthouse
(ii) (ii)
Tus#ar s#ar Roc# Roc# +igh +ighth thou ouse se (ide (ident ntif ifie ied d by Raco Racon n T) *oningbeg lightvessel (identified by Racon 3) &oo# &ead (identified by distinctive shape) :ro"nsto"n &ead (identified by distinctive shape) &elvic# &ead (identified by distinctive shape)
Q5
(a)
• •
•
•
etection by radar especially in a calm sea (cannot be relied upon for bergy bits and gro"lers). 5isually , appears as a "hite mass "hen shone on by the sun% "ith not sun a dar# mass. irst signs may be the "ash of the sea brea#ing on its base 9ce blin# sighted as a yello"ish haze usually "ell before the ice itself is detected. 9f overcast an ice blin# "ill tend to have a "hite layer reflecting "ith the cloud formation. 2ea surface temperature , 9f carefully "atched in the orth tlantic may indicate entry into a cold ice bearing current. 9f the recoded temp is 1<* then ice can be assumed to be "ithin 1=0 nautical miles. 9f belo" 1<* then ice is "ithin =0 nautical miles.
This route "ould OT be used ho"ever for the follo"ing reasons!
•
The route passes unnecessarily close to the light vessel and the buoy "hen passing bet "een them. This "ould put the vessel in unnecessary danger if there "as! (i) ailure or degraded performance of /lectronic avigational avigational ids ids such as radar% 2 etc combined "ith a poor visibility during sho"ers could put the ship in danger (ii) 3achinery failure "ould put the vessel in unnecessary danger from lee shore (iii)3anoeuvres to avoid ishing vessels for instance "ould prove difficult due to the lac# of sea room
•
• •
The route "ould be crossing the e-iting traffic from the 424 traffic lane unnecessarily close to the e-it point from the T22 causing conflict. 3erging "ith other traffic entering the // Traffic Traffic lane could prove difficult if traffic conditions are busy 2O+2 *hapter 5 (nne- '6. 6.) clearly states that under the planning process 7The planned trac# should be plotted to clear navigational hazards at as safe a distance as circumstances allo". allo". longer route should al"ays be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering gear brea#do"n at a critical moment must not be overloo#ed.8
9t "ould be better to plan a route passing to the 2outh of the *oningbeg +ight 5essel "hich "ould avoid these problems.
(c)
( i)
Tus#ar Roc# +ighthouse *oningbeg lightvessel &oo# &ead +ighthouse To"ers :ro"nsto"n &ead :allynacourty oint +ighthouse
(ii) (ii)
Tus#ar s#ar Roc# Roc# +igh +ighth thou ouse se (ide (ident ntif ifie ied d by Raco Racon n T) *oningbeg lightvessel (identified by Racon 3) &oo# &ead (identified by distinctive shape) :ro"nsto"n &ead (identified by distinctive shape) &elvic# &ead (identified by distinctive shape)
Q5
(a)
• •
•
•
etection by radar especially in a calm sea (cannot be relied upon for bergy bits and gro"lers). 5isually , appears as a "hite mass "hen shone on by the sun% "ith not sun a dar# mass. irst signs may be the "ash of the sea brea#ing on its base 9ce blin# sighted as a yello"ish haze usually "ell before the ice itself is detected. 9f overcast an ice blin# "ill tend to have a "hite layer reflecting "ith the cloud formation. 2ea surface temperature , 9f carefully "atched in the orth tlantic may indicate entry into a cold ice bearing current. 9f the recoded temp is 1<* then ice can be assumed to be "ithin 1=0 nautical miles. 9f belo" 1<* then ice is "ithin =0 nautical miles.
• •
•
•
(b) (b)
og ban# 9ce edge is often accompanied by a thic# ban# of fog. 4ildlife , prior to sighting ice or fog ban#s% it is more li#ely that observation of "ildlife "ill provide indication of ice e.g "alrus% seals% and different species of birds far from land. 2ea state , a distinct change in sea state% "here an abrupt smoothing of the sea and a reduction in s"ell indicates that ice could "ell be to "ind"ard oise , a thunderous roar is heard "hen a gro"ler is calved.
9ce 9ce accu accumu mula lati tion on may may occu occurr from from thre three e caus causes es!!
•
og% combined "ith freezing conditions;
•
reezing rain or "et sno"; •
2pray or sea "ater brea#ing over a ship% "hen the air temperature is belo" the freezing point of sea "ater (about '< *).
9f these conditions are e-pected% the prudent course is to! •
steer to"ards "armer conditions% or
•
see# shelter% as soon as possible.
9f unable to reach shelter or "armer conditions% it has been found best to! •
reduce spray to a minimum by heading into the "ind and sea at the slo"est speed possible% or
•
run before the "ind at the least speed that "ill maintain steerage.
dditionally! •
manual removal > clearance may be considered.
•
?se of deicing agents
(c)
?nder ?nder 2O+2 2O+2 *hap *hapter ter 5% 5% '006% '006% the the 3aste 3asterr of every every ship ship enco encount unteri ering ng dange dangerou rous s ice or condi conditio tions ns that that "ill "ill cause cause ice ice accumulation on ships% is re@uired to report these conditions% format of the report can be found in The 3ariners &andboo# ( 100 ).
( d)
(i)
The message should contain! The type of ice The position of the ice 3T and date of the observation
• • •
( i i) • • • •
The message should contain! The date and 3T The position of the ship The air and sea temperatures The force A direction of the "ind
June 05
Q2
(a) The main factors causing tides are the combined effect of the gravitational forces e-erted on the earth by the moon and also% by the sun and are combined "ith 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 e-erted on the earthBs surface by the moon causes "ater to pile up to"ards the moon and also% in the hemisphere opposite to the moon.
1oint +4
&4
1
C
3oon &4
+4 igure 1
2. Spring tides
The tides "ith maximum range are #no"n as Spring tides they occur at f ortnightly intervals. B D
igure ' represents the relative positions of the sun and moon at spring tides% "hen the tidal generating forces of the sun and moon act together producing the highest high tide and the lo"est lo" "aters.
.ull 3oon
(e" 3oon 2un
/arth Opposition
*on$unction The
moon is at con$unction (e" 3oon) or opposition (ull 3oon).
igure '
3. Neap tides
The tides "ith minimum ranges are #no"n as Neap tides they also occur at fortnightly intervals.
igure E represents the relative positions of sun and moon at neap tides "hen the tidal generating forces are acting at right angles to each other% so that effectively a lo"er high "ater and a higher lo" "ater is produced. . These f orces of the 2un relative to the moon are in the appro-imate ratio F! E.
The moon is said to be at @uadrature.
igure E
(b)(i)
Height of Tide
The difference in height bet"een the chart atum line and the "ater level.
(ii)
Spring Range (Mean Spring Range)
The difference in height bet"een 3&42 and 3+42.
(iii)
Dring Height
This is height of a roc# or shoal above *hart atum% and is indicated on a chart as an underlined figure e.g 06 sho"s a drying height of 0.6 m above *hart atum.
Q3
(a)
actors to consider "hen ma#ing a landfall are! 1.
there should be clear obstruction free "ater% free of strong currents>tides around the area of approach;
'.
position fi-ing methods should have a good mi-% and appropriate to the climatic conditions e-pected>forecast. The landfall position% once selected should be chec#ed for daylight>nighttime and poor visibility approach suitability;
E.
the coastline should have prominent features. +o" lying land>islands should be avoided "here possible% especially approaching them from "ind"ard;
6.
traffic density should be minimal "here possible;
=.
+ee shores "ith strong onshore "inds to be avoided "here possible;
G.
abort points and contingency plans should be planned for.
ublications to be consulted are! 1.
(b)
*harts% including large scale charts (*orrected and up to date)%
'.
dmiralty 2ailing irections (ilot :oo#s)%
E.
dmiralty +ists of +ights and og 2ignals%
6.
dmiralty +ists of Radio ids to navigation;
=.
3arinersB routeing guides%
G.
assage lanning *harts%
F.
*urrent and tidal atlases
H.
dmiralty Tide Tables;
I.
93O Routing uide
ominal Range 3et. 5is.
'6 miles = miles
From Luminous Range Diagram
!uminous Range is "2 mi#es
/levation
E1 m
&o/.
1' m
From Geographical Range Table
$eographi%a# Range is & "'.2 mi#es
The distan%e the #ight ou#d e first sighted ou#d e "2 mi#es
(c)(i) •
• •
The error of the standard (magnetic) compass "ould be affected giving rise to problems maintaining a course if steering by standard compass; ny e@uipment reliant on earths magnetism (such as off course alarms) could be rendered unreliable; 9f the vessel remains in the area for some time% the semi permanent magnetism of the vessel may be affected.
(ii)
9t highlights the area inside the 10m contour i.e. an area "ith a depth of less than 10m.
(iii)
9so is the abbreviation for 9sophase , meaning the period of light is e@ual to the period of dar#ness.
Q4b.
b)
The chart is *+RTH+M+R,H-* i.e .the shape depicted on the chart is the same as the shape of the land on the /arth.
ll meridians lie /erti%a#% are e0uidistant and para##e# straight lines.
ll para##e#s of !atitude are hori1onta#% para##e# straight #ines and #ie at right ang#es to the meridians
ll R&?3: lines appear as straight #ines %rossing meridians at e0ua# ang#es.
/er !atitude has a different s%a#e of distan%e
Oct 05
Q3
(a)
There are 10 parts to chart ==00% "hich "ould be used as follo"s!
•
•
•
•
•
•
•
•
• •
assage lanning ?sing this uide , This give advice on the application of ppraisal% lanning% /-ecution and 3onitoring in passage planning; Routing! eneral Rules and Recommendations , *overs the application of 9R*2 Rule 10 and the use of the eep 4ater routes; Routing! 2pecial Rules and Recommendations , informs of the 93O adoption of the T22 schemes% and advises that vesasels over E00 T should have electronic position fi -ing systems; assage lanning! 2pecial *lasses of 5essel , gives advice for deep draught vessels eg under#eel clearances and routes to use% recommended routes for vessels carrying dangerous goods and the use of 9TJ f or sailing vessels under '0m; Oil and angerous *argoes! 3arine ollution , ives advice on the 3RO+ and reporting re@uirements for different classes of cargo; Radio Reporting 2ystems applying to through Traffic , gives advice on "here reporting information can be found in +R2% and the reporting re@uirements and contents of the reports for different types of vessel carrying different types of cargo in the various areas; Reporting to a ort of estination in the rea , gives the reporting re@uirements for ports to be used in the area (e.g. notice of arrival) and "here information can be found on the re@uirements (+R2 5ol G); 3aritime Radio 2ervices , details on avigation "arnings and "eather bulletins% 5T/K stations and Traffic surveillance in the area; ilot 2ervices , etails on both eep 2ea ilot and &arbour ilots Tidal 9nformation and 2ervices , *oRange and *Tidal information in the area.
(b) 1.1 The purpose of shipsL routeing is to improve the safety of navigation in converging areas and in areas "here the density of traffic is great or "here freedom of movement of shipping is inhibited by restricted searoom% the e-istence of obstructions to navigation% limited depths or unfavourable meteorological conditions. 2hipsL routeing may also be used for the purpose of preventing or reducing the ris# of pollution or other damage to the marine environment caused by ships colliding or grounding or anchoring in or near environmentally sensitive areas.
1.' The precise ob$ectives of any routeing system "ill depend upon the particular ha zardous circumstances "hich it is intended to alleviate% but may include some or all of the follo"ing!
.1 the separation of opposing streams of traffic so as to reduce the incidence of headon encounters;
.' the reduction of dangers of collision bet"een crossing traffic and shipping in established traffic lanes;
.E the simplification of the patterns of traffic flo" in converging areas;
.6 the organization of safe traffic flo" in areas of concentrated offshore e-ploration or e-ploitation;
.= the organization of traffic flo" in or around areas "here navigation by all ships or by certain classes of ship is dangerous or undesirable;
.G the organization of safe traffic flo" in or around or at a safe distance from environmentally sensitive areas;
.F the reduction of ris# of grounding by providing special guidance to vessels in areas "here "ater depths are uncertain or critical; and
.H the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
(c)(i)
Traffi% #aneC n area "ithin defined limits in "hich one"ay traffic is established. atural obstacles% including those forming separation zones% may constitute a boundary.
(ii)
Separation 1one zone separating the traffic lanes in "hich ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the ad$acent sea area; or separating traffic lanes designated f or particular classes of ship proceeding in the same direction. 2haded 3agenta on the chart and usually to be avoided.
(iii)
Separation !ine line separating the traffic lanes in "hich ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the ad$acent sea area; or separating traffic lanes designated f or particular classes of ship proceeding in the same direction. 2haded 3agenta on the chart and usually to be #ept clear of
(iv)
-nshore traffi% 1one routeing measure comprising a designated area bet"een the land"ard boundary of a traffic separation scheme and the ad$acent coast% to be used in accordance "ith the provisions of rule 10(d)% as amended% of the 9nternational Regulations for reventing *ollisions at 2ea% 1IF' (*ollision Regulations).
(v)
,re%autionar area routeing measure comprising an area "ithin defined limits "here ships must navigate "ith particular caution and "ithin "hich the direction of traffic flo" may be recommended.
M=b.
(b)(i)
The 7uidance to 3asters and avigating Officers8 section contains! 1. '. E. 6. =. G.
(ii)
:ridge Organisation assage lanning uties of the Officer of the 4atch Operation and 3aintenance of :ridge /@uipment ynamic ositioning 3aritime ilotage
*hec#lists from part * are!
1. '. E. 6. =. G. F. H.
*1 3ain /ngine or 2teering ear ailure; *' *ollision; *E 2tanding or rounding; *6 3an Overboard *= ire *G looding *F 2earch and Rescue *H bandoning 2hip
(2tudents are only re@uired to state G out of the H listed above , if more are stated then only the first G "ould be mar#ed)
ov 0=
Q3
(a)
(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) vessel using a traffic separation scheme shall! (i) proceed in the appropriate traffic lane in the general direction of traffic flo" for that lane; (ii) so far as practicable #eep clear of a traffic separation line or separation zone; (iii) normally $oin or leave a traffic lane at the termination of the lane% but "hen $oining or leaving from either side shall do so at as small an angle to the general direction of traffic flo" as practicable.
(c) vessel shall% so far as practicable% avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flo".
(d) (i) vessel shall not use an inshore traffic zone "hen she can safely use the appropriate traffic lane "ithin the ad$acent traffic separation scheme. &o"ever% vessels of less than '0 metres in length% sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
(ii) ot"ithstanding subparagraph (d) (i)% a vessel may use an inshore traffic zone "hen en route to or from a port% offshore installation or structure% pilot station or any other place situated "ithin the inshore traffic zone% or to avoid immediate danger.
(e) vessel other than a crossing vessel or a vessel $oining or leaving a lane shall not normally enter a separation zone or cross a separation line e-cept!
(i) in cases of emergency to avoid immediate danger;
(f) vessel navigating in areas near the terminations of traffic separation schemes shall do so "ith particular caution.
(g) vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.
(h) vessel not using a traffic separation scheme shall avoid it by as "ide a margin as is practicable. (i) vessel engaged in fishing shall not impede the passage of any vessel follo"ing a traffic lane.
(b)(i)
"hite light that flashes E times in succession during a period of 10 seconds. 9t has an elevation of 6F metres measured bet"een 3ean &igh 4ater 2prings and the focal plane of the "hite light. 9t has a nominal range (in met visibility of 10 miles) of '= nautical miles.
lso , Red sectored light % i-ed (i.e. shines constantly , no eclipse) The elevation (described above) is 61 mtres and ominal Range is 1' nautical miles.
The fog signal is a iaphone "hich is sounded i n restricted visibility.
(ii)
lood tide sets at appro-imately 0G=
(iii)
These are intertidal areas "hich cover and uncover depending upon the &eight of Tide. &eights are measured above *hart atum.
(iv)
ort &and +ateral 3ar#% unlit% painted red.
(v)
This is a orth *ardinal 3ar#. The course must be altered to pass to the orth of the buoy.
Q5
(a)
The :ridge rocedures uide /dition 6 ('00F) paragraph 1.'.= 7The :ridge Team8 states!
7The bridge team is established so that the most effective use can be made of available manpo"er in order that established "or# procedures are follo"ed% ris# is minimised and ships are navigated safely. ll shipLs personnel "ho have bridge navigational "atch duties "ill be part of the bridge team. The master and pilot(s)% as necessary% "ill need the support of the team% "hich "ill comprise the 004% a helmsman and loo#out(s) as re@uired.
The 004 is in charge of the bridge and the bridge team for that "atch% until relieved.
9t is important that the bridge team "or#s together closely% both "ithin a particular "atch and across "atches% since decisions made on one "atch may have an impact on another "atch.
The bridge team also has an important role in maintaining communications "ith the engine room and other operating areas on the ship8
(b)
The :ridge rocedures uide /dition E (1IIH) paragraph 1.'. 7*omposition of the navigational "atch under the 2T*4
*ode8 states!
9n determining "hether the composition of the navigational "atch is ade@uate to ensure that a proper loo#out can he maintained continuously% the master should ta#e into account all relevant factors including the follo"ing!
o
visibility% state of "eather and sea;
o
traffic density% and other activities occurring in the area in "hich the ship is navigating;
o
the attention necessary "hen navigating in or near traffic separation schemes or other routeing measures% or "ithin industrially controlled "or# zones;
o
the additional "or#load caused by the nature of the shipLs functions% immediate operating re@uirements and anticipated manoeuvres;
o
the fitness for duty of any cre" members on call "ho are assigned as members of the "atch% including compliance "ith applicable "or# hour regulations;
o
#no"ledge of and confidence in the professional competence of the shipLs officers and cre";
o
the e-perience of each 004% arid the familiarity of that 004 "ith the shipLs e@uipment% procedures and manoeuvring capability;
o
activities ta#ing 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 "here 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 e-tent that such configuration might inhibit a member of the "atch from detecting by sight or hearing any e-ternal development;
o
any other relevant standard% procedure or guidance relating to "atch#eeping arrangements and fitness for duty.
(Note to Students – only 10 o the abo!e bullet points need to be stated in the S"# e$am%
(c)
2T*4 states that 79n certain circumstances of clear daylight conditions the 3aster may consider that the OO4 may be the sole loo#out.8
(d)
The additional factors to be considered on each occasion are that!
•
the OO4 has had sufficient rest prior to commencing the "atch;
•
in the $udgement of the OO4% the anticipated "or#load is "ell "ithin his capacity to maintain a proper loo#out and remain in full control of the prevailing circumstances;
•
bac# up to the OO4 has been clearly designated;
•
the OO4 #no"s "ho "ill provide that bac#up assistance% in "hat circumstances bac#up must be called% and ho" to call it @uic#ly;
•
designated bac#up personnel are a"are of response times% any limitation on their movements% and are able to hear alarm or communication calls from the bridge;
all essential e@uipment and alarms on the bridge are fully functional
march 0G
Q3
(a)
Ten factors to consider "hen 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 #eel allo"ances for areas "here s@uat may be e-perienced!
•
advice and recommendations given in the sailing directions;
•
navigational lights ( characteristics% range% arc of visibility and anticipated luminous range);
•
navigational mar#s (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 2 if used;
•
navigational "arnings affecting the area;
•
location of ferry routes% especially "here high speed craft may be encountered ;
•
climatological data affecting the area; and
•
vesselLs manoeuvring data.
(Note to Students "4 of the ao/e #ist shou#d e se#e%ted stating more than "4 i## on# resu#t in the first "4 of our ansers eing mared SQ67)
(b)
ive factors influencing the margin of safety are!
•
The manoeuvrability of the vessel in the e-pected load and "eather conditions
•
The condition of the vessel and her e@uipment
•
The @uantity% availability and e-perience of the navigating officers>"atch#eepers
•
The availability% reliability% @uality and @uantity of position fi-ing methods% and the ability to cross chec# different methods
•
(c)
*ompany>3asters 2tanding Orders and 232 re@uirements
ive factors to be considered during the e-ecution stage are!
•
The reliability and condition of the shipLs navigational e@uipment , the better and more reliably the vesselLs position can be fi-ed allo"s greater fle-ibility in ho" it is navigated about dangers.
•
/stimated times of arrival at critical points for tide heights and flo" , there may be times "hen the direction and>or speed of the tide ma#es navigation hazardous% therefore it must be planned to avoid these times.
•
3eteorological conditions% particularly areas #no"n to be affected by fog , this "ill influence the safe speed at "hich the vessel can be navigated.
•
aytime versus nighttime passing of danger points , availabilit y of different navigation aids that are best used during the day or night "ill influence "hether a day or night passage is re@uired e.g good leading lights may influence a night passage through traffic conditions% especially at navigational focal points that ha zardous area.
•
Traffic conditions% especially at navigational focal points , heavy traffic and Traffic 2eparation 2ystems may re@uire the vessel to come to 2tandby% and slo" the vessel to manoeuvring speed or less. This "ill affect speed% /TLs and manning re@uirements "here a helmsman>e-tra loo#outs are re@uired.
(c) ive factors to be considered during the monitoring stage are! •
The vessels progress along the planned trac# must be monitored all times , this ensures that the vessel is in a safe position% is heading in a safe direction% and is ma#ing good the re@uired speeds so that she "ill meet the re@uired /TLs for critical parts of the voyage. 9f the position cannot be fi-ed then the 3aster is to be inf ormed immediately.
•
The performance of navigational e@uipment should be chec#ed prior to sailing% prior to entering restricted or hazardous "aters and at regular intervals at other times throughout the voyage , this ensures that the availability accuracy and reliability of each piece of e@uipment is #no"n% and therefore the reliance that can be placed on it.
•
dvantage should be ta#en of all navigational e@uipment "ith "hich the vessel is fitted for position monitoring , using all available means of fi-ing allo"s the navigator to cross chec# the different methods "hich gives an idea of ho" much reliance can be placed on the various methods at that time. 9t "ill also give an indication of the @uality of the position fi-ing.
•
/ach time the vessel is fi-ed and mar#ed on the chart in use% the estimated position at a convenient interval of time in advance should be pro$ected and plotted , this allo"s the navigator to estimate "hen he "ill arrive at different points% e.g "hat time the vessel "ill arrive at the ne-t alteration of course.
•
Radar can be to advantage in monitoring the position of the vessel by the use of parallel inde-ing , this is another method that can be used to guage "hether the vessel is on trac#% ho" far it is off trac#% and "hether it is heading into danger if 7ot 3ore Than8>8ot +ess Than8 lines are also used as a form of clearing ranges.
=b.
(b)
On discovering a 1=< gyro error the follo"ing "ould be carried out!
*all the 3aster *onfirm the safety of the vessel "ith reference to position>heading *hange to &and 2teering using the 3agnetic *ompass *hange Radar to 2hips &ead up display *ompare the repeater used for the observation "ith the 3aster yro *ompare the t"o g yro compasses *hec# the +atitude>2peed inputs for 2perry type yros *ompare the yro to 3agnetic *ompass course difference to the one f irst found on altering to that course to see if it has changed Rechec# calculations and hat the correct body has been used (e.g. misidentification of a star) Ta#e a ne" observation and perform a ne" calculation *hec# previous errors in the *ompass /rror :oo#. • • • • • • • •
• •
8u# 49 Q3
(a)
2i- publications to consult "hen planning this passage are! appropriate scale% accurate and uptodate charts to be used for the intended voyage or passage corrected using relevant permanent or temporary notices to mariners; e-isting radio navigational "arnings; accurate and uptodate sailing directions; accurate and uptodate lists of lights; accurate and uptodate lists of radio aids to navigation; current and tidal atlases; current tide tables; •
93O Routing uide;
(Note to Students 9 of the ao/e #ist shou#d e se#e%ted stating more than 9 i## on# resu#t in the first 9 of our ansers eing mared SQ67) (b)
The methods of position monitoring are!
(i)
rom 4aterford &arbour to *onningbeg +ightvessel! Transit astern using the directional light 5isual bearings of! unsmore /ast *hurch unsmore /ast lighthouse &oo# &ead +ighthouse *onningbeg +ightvessel Radar Ranges off!
&oo# &ead (Racon)
*onningbeg +ightvessel (Racon)
(ii)
assing *onningbeg +ightvessel (fter itLs position is confirmed by the previous fi-ing)! arallel inde-ing off *onningbeg +ightvessel 5isual bearings of!
&oo# &ead +ighthouse Tus#ar Roc# +ighthouse
Radar Ranges of!
&oo# &ead +ighthouse Tus#ar Roc# +ighthouse
(iii)
rom *onningberg +ightvessel to the T22! 5isual bearings of!
*onningbeg +ightvessel Tus#ar Roc# +ighthouse
Radar Ranges off!
*onningbeg +ightvessel reat 2altee *arnsore oint Tus#ar Roc# +ighthouse
(c)
Rule 10 if the 9R*2 states! (d) (i) vessel shall not use an inshore traffic zone "hen she can safely use the appropriate traffic lane "ithin the ad$acent traffic separation scheme. &o"ever% vessels of less than '0 metres in length% sailing vessels and vessels engaged in fishing may use the inshore traffic zone. (ii) ot"ithstanding subparagraph (d) (i)% a vessel may use an inshore traffic zone "hen en route to or from a port% offshore installation or structure% pilot station or any other place situated "ithin the inshore traffic zone% or to avoid immediate danger.
2ince neither the vessel nor the passage planned conform to the e-ceptions to the rule% then the vessel 3?2T use the appropriate traffic lane unless the vessel has to avoid immediate danger.
(d)
The adoption of a T22 can be found in!
93O Routing uide 2ailing irections nnual 2ummary of otices to 3ariners The appropriate : chart
(Note to Students 2 of the ao/e #ist shou#d e se#e%ted stating more than 2 i## on# resu#t in the first 2 of our ansers eing mared SQ67)
(e)
To *alculate +uminous Range
3et 5isibility ominal Range
= miles '6 miles
From Luminous Range Diagram The !uminous Range is "3.: mi#es To *alculate eographical Range
&eight of /ye /levation
6.= metres EE.0 metres
From Geographical Range Table
$eographi%a# Range is ˃"5.2 mi#es
The ear#iest the #ight ou#d e seen ou#d e at "3.: mi#es
M= Q5
2ince the casualty is still visible% then the 2ingle Turn can be performed "hich is preferable to the 4 illiamson Turn. This manoeuvre returns the vessel to the casualty much more @uic#ly and creates an e-cellent lee in "hich to launch the rescue craft% but relies on the casualty remaining visible.
9mmediate actions are!
• • • • • • • •
4heel put in &and steering (3an on the "heel) and hard over to ort ordered (to"ards the casualty) Release 3o: +ifebuoy ensuring the smo#e float is activated +oo#outs posted *all 3aster 2ound E long blasts on the ships "histle and alarm systems /ngines to 2tandby and reduce speed osition (and Time) recorded (3o: activated on /*92>2) &oist 7O8 lag
2ubse@uent actions are!
• • • • • • • • • •
•
*omplete single turn to a course of appro-imately 'EE°T repare the rescue craft% 3uster and brief the boat cre" 2lo" the vessel to a safe speed to launch the rescue craft uide Rescue craft to"ards the casualty using 5&>lags Rig searchlights at night &ave blan#ets and 1st id Nits to hand to receive the casualty repare the hospital to receive the casualty Once the rescue craft is a"ay% manoeuvre the vessel to create a lee to recover the rescue craft 2end an an message to vessels in the vicinity if the casualty visible% 3ayday message if casualty is lost and assistance is re@uired 9f casualty is lost commence e-panding s@uare>sector search
+%t 49
Q3
(a)
The follo"ing could be e-tracted from the 2ailing irections "hich could be used in the appraisal stage of 5oyage lanning!
(b)
•
3eteorological>*limatic information
•
*urrent and Tidal 9nformation
•
avigational &azards
•
avigational aids>mar#s
•
avigational advice for entering>leaving harbours
•
2#etches>photographs of the ports>coastal features
•
:erth information>directions
•
acilities available "ithin the port e.g. ilotage% repair yards% anchorages etc
2i- publications to consult "hen planning this passage are!
appropriate scale% accurate and uptodate charts to be used for the intended voyage or passage corrected using relevant permanent or temporary notices to mariners; e-isting radio navigational "arnings; accurate and uptodate lists of lights; accurate and uptodate lists of radio aids to navigation; current and tidal atlases; current tide tables; •
93O Routing uide;
(Note to Students 9 of the ao/e #ist shou#d e se#e%ted stating more than 9 i## on# resu#t in the first 9 of our ansers eing mared SQ67)
(c)
oor visibility is generally bet"een 1 to E miles.
(i)
dvantages! •
2horter more economical route
•
ood parallel inde-ing off ortland and ortland :ill
•
o"erful light at ortland :ill able to pierce restricted visibility , angers of the 2hambles highlighted by the i-ed Red light
•
2hambles "ell mar#ed by the 4est *ardinal :uoy
•
4ater in the channel deep , over '0m
isadvantages •
(ii)
arro" assage bet"een the 2hambles and ortland , not much room in case of engine brea#do"n>steering gear failure etc or navigational error
•
Radar image of the buoy>ortland may be obscured during heavy sho"ers ma#ing monitoring difficult
•
Rapid tidal rate>tide rips may be problematic for slo" or small vessels
dvantages!
•
laces the vessel further a"ay from the allo"ing for the lee"ay problems caused by the 2/ly "ind
isadvantages
(iii)
•
The shambles is very shallo" , very high ris# of grounding in even shallo" draughted vessels
•
9n contravention of the buoyage system in place
dvantages! •
Ta#es the vessel "ell "ay from the navigational dangers described above
•
2afer
•
*an fi- by radar
•
/astern edge of the 2hambles "ell mar#ed by the /ast *ardinal 3ar#
isadvantages
(d)
•
+onger
•
Outside the probable luminous range of ortland :ill +ight ma#ing visual fi-ing difficult
The preferred option is to ta#e the longer safer route /ast of the 2hambles
M=.
(b)
2i- items from the : &eavy 4eather *hec#list are!
• •
• • • • • •
&ave the 3aster% /ngine Room and *re" been informed of the conditions &ave all moveable ob$ects been secured above and belo" dec#s% particularly in the /ngine Room% alley and in 2torerooms &as she shipLs accommodation been secured and all ports and deadlights closed &ave all "eather dec# openings been closed &as the 2peed and *ourse been ad$usted as necessary &ave the cre" been "arned to avoid the upper dec# areas made dangerous by the "eather &ave safety lines>hand ropes been rigged "here necessary &ave instructions been issued on monitoring "eather reports
(Note to Students 9 of the ao/e #ist shou#d e se#e%ted stating more than 9 i## on# resu#t in the first 9 of our ansers eing mared SQ67)
(c)
ive items to be considered are!
• • •
• • • •
&ave the engines on 2tandby% the helm in hand steering and the vessel ready for i mmediate manoeuvre Neep at least =00m from any installations :e vigilant of day signals> lights for vessels that might be Restricted in their bility to 3anoeuvre e.g. "hilst anchor handling and 2upply 5essels ma#ing an approach on the rigs ?nder#eel clearance may be reduced by "ellheads and under"ater pipelines o not anchor in areas "here there are pipelines , they may not be on the chart yet due to having $ust been layed ossible magnetic anomalies around the pipelines Rigs may not be "here charted , not yet recorded on Riglists
(Note to Students 5 of the ao/e #ist shou#d e se#e%ted stating more than 5 i## on# resu#t in the first 5 of our ansers eing mared SQ67)
De% 49
Q3
(a)
There are 10 parts to chart ==00% "hich "ould be used as follo"s!
•
•
•
•
•
•
•
•
• •
(b)
(i)
assage lanning ?sing this uide , This give advice on the application of ppraisal% lanning% /-ecution and 3onitoring in passage planning; Routing! eneral Rules and Recommendations , *overs the application of 9R*2 Rule 10 and the use of the eep 4ater routes; Routing! 2pecial Rules and Recommendations , informs of the 93O adoption of the T22 schemes% and advises that vesasels over E00 T should have electronic position fi -ing systems; assage lanning! 2pecial *lasses of 5essel , gives advice for deep draught vessels eg under#eel clearances and routes to use% recommended routes for vessels carrying dangerous goods and the use of 9TJ f or sailing vessels under '0m; Oil and angerous *argoes! 3arine ollution , ives advice on the 3RO+ and reporting re@uirements for different classes of cargo; Radio Reporting 2ystems applying to through Traffic , gives advice on "here reporting information can be found in +R2% and the reporting re@uirements and contents of the reports for different types of vessel carrying different types of cargo in the various areas; Reporting to a ort of estination in the rea , gives the reporting re@uirements for ports to be used in the area (e.g. notice of arrival) and "here information can be found on the re@uirements (+R2 5ol G); 3aritime Radio 2ervices , details on avigation "arnings and "eather bulletins% 5T/K stations and Traffic surveillance in the area; ilot 2ervices , etails on both eep 2ea ilot and &arbour ilots Tidal 9nformation and 2ervices , *oRange and *oTidal information in the area.
Tidal 2tream tlas This contains the directions and the strengths (eaps and 2prings) of the tidal streams to be e-pected in a sea area (e.g the /nglish *hannel). ?sed "ith 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 &igh 4ater and the si- preceding and si- successive hours. 3ore precise information can be obtained using the chartlets provided in some volumes% and the *o Range and *oTidal diagrams can be used to calculate under#eel clearances.
(ii)
dmiralty 2ailing irections The follo"ing could be e-tracted from the 2ailing irections "hich could be used in the appraisal stage of 5oyage lanning!
(iii)
•
3eteorological>*limatic information
•
*urrent and Tidal 9nformation
•
avigational &azards
•
avigational aids>mar#s
•
avigational advice for entering>leaving harbours
•
2#etches>photographs of the ports>coastal features
•
:erth information>directions
•
acilities available "ithin the port e.g. ilotage% repair yards% anchorages etc
dmiralty +ist of +ight and og 2ignals This contains the name% position% characteristics% elevation% appearance% height% and details of any og 2ignals that may be sounded. This "ould be used to help "ith recognition of the light in daylight% and gives the details of arcs of visibility. These are updated b y the 4ee#ly otices to 3ariners% so if a light "as Temporarily destroyed for instance% this "ould be noted.
(c)
9t is used to calculate the and compare the 3ean 2pring Range (32R) and the 3ean &igh 4ater 9nterval (3&49) for the location and the 2tandard ort so that the differences can be calculated and used to calculate the times and heights for the position re@uired. This "ould be used in shallo" "aters so that deep draught vessels can have their under#eel clearances can be calculated. 2ince the &4 moves "ith the movement of the moon% the movement of the &4 can also be calculated and plotted so that the vessel can% in some instances chase the &4 along the /nglish *hannel to ma-imize under#eel clearance.
M=.
)
The compass deviation is in error the OO4 must!
• • • • • • • • • •
*all the 3aster /nsure that the vessel is in a safe position>on a safe heading ut the steering in hand 9f having difficulty maintaining a course vessels in the vicinity to be informed *hec# previous observations in *ompass Record :oo# *hec# the chart for magnetic anomalies oes the cargo have magnetic properties *hec# the calculations *hec# that the correct celestial body "as identified erform a fresh calculation
Mar 4:.
Q3
(a)
(a)
Ten factors to consider "hen 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 #eel allo"ances for areas "here s@uat may be e-perienced!
•
advice and recommendations given in the sailing directions;
•
navigational lights ( characteristics% range% arc of visibility and anticipated luminous range);
•
navigational mar#s (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 2 if used;
•
navigational "arnings affecting the area;
•
location of ferry routes% especially "here high speed craft may be encountered ;
•
climatological data affecting the area; and
•
vesselLs manoeuvring data.
(Note to Students "4 of the ao/e #ist shou#d e se#e%ted stating more than "4 i## on# resu#t in the first "4 of our ansers eing mared SQ67)
(b)
our factors influencing the margin of safety off a headland are!
•
The manoeuvrability of the vessel in the e-pected load and "eather conditions
•
The condition of the vessel and her e@uipment
•
The @uantity% availability and e-perience of the navigating officers>"atch#eepers
•
The availability% reliability% @uality and @uantity of position fi-ing methods% and the ability to cross chec# different methods
•
*ompany>3asters 2tanding Orders and 232 re@uirements
(Note to Students ; of the ao/e #ist shou#d e se#e%ted stating more than ; i## on# resu#t in the first ; of our ansers eing mared SQ67)
(c)
our factors to consider "hen deciding "hat to use for primary and 2econdary 3eans of i-ing "hen *oasting are!
• • • •
(d)
The e-pected met visibility for visual fi-ing The rainfall "hich could affect both visual fi-ing but also radar detection in heavy sho"ers% The topography of the coast and its suitability for using Radar to measure ranges% The availability of 2>2 and other means of el ectronic navigation in that area to bac# up the above
our factors to consider fi-ing intervals are!
• •
• •
The speed of the vessel; The pro-imity of navigational dangers% The prevailing "eather conditions
The effects of the tides and currents The accuracy and reliability of the means of fi-ing available
(Note to Students ; of the ao/e #ist shou#d e se#e%ted stating more than ; i## on# resu#t in the first ; of our ansers eing mared SQ67)
M=.
Q5
(a)
• •
•
•
• •
•
etection by radar especially in a calm sea (cannot be relied upon for bergy bits and gro"lers). 5isually , appears as a "hite mass "hen shone on by the sun% "ith not sun a dar# mass. irst signs may be the "ash of the sea brea#ing on its base 9ce blin# sighted as a yello"ish haze usually "ell before the ice itself is detected. 9f overcast an ice blin# "ill tend to have a "hite layer reflecting "ith the cloud formation. 2ea surface temperature , 9f carefully "atched in the orth tlantic may indicate entry into a cold ice bearing current. 9f the recoded temp is 1<* then ice can be assumed to be "ithin 1=0 nautical miles. 9f belo" 1<* then ice is "ithin =0 nautical miles. og ban# 9ce edge is often accompanied by a thic# ban# of fog. 4ildlife , prior to sighting ice or fog ban#s% it is more li#ely that observation of "ildlife "ill provide indication of ice e.g "alrus% seals% and different species of birds far from land. 2ea state , a distinct change in sea state% "here an abrupt smoothing of the sea and a reduction in s"ell indicates that ice could "ell be to "ind"ard
•
(b)
oise , a thunderous roar is heard "hen a gro"ler is calved.
9ce accumulation may occur from three causes!
•
og% combined "ith freezing conditions;
•
reezing rain or "et sno"; •
2pray or sea "ater brea#ing over a ship% "hen the air temperature is belo" the freezing point of sea "ater (about '< *).
9f these conditions are e-pected% the prudent course is to! •
steer to"ards "armer conditions% or
•
see# shelter% as soon as possible.
9f unable to reach shelter or "armer conditions% it has been found best to! •
reduce spray to a minimum by heading into the "ind and sea at the slo"est speed possible% or
•
run before the "ind at the least speed that "ill maintain steerage.
dditionally! •
manual removal > clearance may be considered.
•
?se of deicing agents
(c)
?nder 2O+2 *hapter 5% '006% the 3aster of every ship encountering dangerous ice or conditions that "ill cause ice accumulation on ships% is re@uired to report these conditions% format of the report can be found in The 3ariners &andboo# ( 100 ).
(d)
(i)
The message should contain! The type of ice The position of the ice 3T and date of the observation
• • •
(ii)
The message should contain! The date and 3T The position of the ship The air and sea temperatures The force A direction of the "ind
• • • •
8u# 4:.
Q3
(a)
1.1
The purpose of shipsL routeing is to improve the safety of navigation in converging areas and in areas "here the density of traffic is great or "here freedom of movement of shipping is inhibited by restricted searoom% the e-istence of obstructions to navigation% limited depths or unfavourable meteorological conditions. 2hipsL routeing may also be used for the purpose of preventing or reducing the ris# of pollution or other damage to the marine environment caused by ships colliding or grounding or anchoring in or near environmentally sensitive areas.
1.' The precise ob$ectives of any routeing system "ill depend upon the particular ha zardous circumstances "hich it is intended to alleviate% but may include some or all of the follo"ing!
.1 the separation of opposing streams of traffic so as to reduce the incidence of headon encounters;
.' the reduction of dangers of collision bet"een crossing traffic and shipping in established traffic lanes;
.E the simplification of the patterns of traffic flo" in converging areas;
.6 the organization of safe traffic flo" in areas of concentrated offshore e-ploration or e-ploitation;
.= the organization of traffic flo" in or around areas "here navigation by all ships or by certain classes of ship is dangerous or undesirable;
.G the organization of safe traffic flo" in or around or at a safe distance from environmentally sensitive areas;
.F the reduction of ris# of grounding by providing special guidance to vessels in areas "here "ater depths are uncertain or critical; and
.H the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
(b) •
: *harts
•
2ailing irections
•
nnual 2ummary of otices to 3ariners
(Note to Students " of the ao/e #ist shou#d e se#e%ted stating more than " i## on# resu#t in the first " of our ansers eing mared SQ67)
(c)
(i)
Traffi% #ane n area "ithin defined limits in "hich one"ay traffic is established. atural obstacles% including those forming separation zones% may constitute a boundary.
(ii)
Separation 1one zone separating the traffic lanes in "hich ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the ad$acent sea area; or separating traffic lanes designated for particular classes of ship proceeding in the same direction. 2haded 3agenta on the chart and usually to be avoided.
(iii)
Separation !ine line separating the traffic lanes in "hich ships are proceeding in opposite or nearly opposite directions; or separating a traffic lane from the ad$acent sea area; or separating traffic lanes designated for particular classes of ship proceeding in the same direction. 2haded 3agenta on the chart and usually to be #ept clear of
(iv)
-nshore traffi% 1one routeing measure comprising a designated area bet"een the land"ard boundary of a traffic separation scheme and the ad$acent coast% to be used in accordance "ith the provisions of rule 10(d)% as amended% of the 9nternational Regulations for reventing *ollisions at 2ea% 1IF' (*ollision Regulations).
(v)
,re%autionar area routeing measure comprising an area "ithin defined limits "here ships must navigate "ith particular caution and "ithin "hich the direction of traffic flo" may be recommended.
M6. (c)
The properties of a 3ercator *hart are!
The %hart is *+RTH+M+R,H-* i.e .the shape depi%ted on the %hart is the same as the shape of the #and on the arth.
6## meridians #ie /erti%a#< are e0uidistant and para##e# straight #ines.
6## para##e#s of !atitude are hori1onta#< para##e# straight #ines and #ie at right ang#es to the meridians
6## RH=M> #ines appear as straight #ines %rossing meridians at e0ua# ang#es.
•
/er !atitude has a different s%a#e of distan%e
M=. (ii)
9tems of other :ridge e@uipment to be chec#ed during an Ocean assage include!
• • • • • • • • • • •
yro Repeaters synchronisation 3agnetic *ompass /rror>eviation 2teering in &and function Radar erformance 92 function 5& unction 322 e@uipment function 2>/lectronic i-ing aids cross chec# A function av lights function 4histle function 3et e@uipment function (4et A ry thermometers% recision neroid :arometer% :arograph)
(Note to Students 9 of the ao/e #ist shou#d e se#e%ted stating more than 9 i## on# resu#t in the first 9 of our ansers eing mared SQ67)
(b)(i)
:ac#scatter can ma#e it difficult to see lights and other ob$ects at night. The speed of the vessel needs to be ad$usted so that lights and other ob$ects can be seen in reasonable time to allo" the appropriate actions re@uired by the 9R*2 to ta#e place.
(ii)
2 band and K band radars are have different abilities to detect ob$ects in different conditions at different ranges. vessel may have blind and>or shado" sectors "hich ma#es detection difficult. ue to age> condition% a radar set may lose performance. ll these may affect the range at "hich ob$ects are detected% therefore the speed needs to be ad$usted to ta#e these into account.
(iii)
4hen an ob$ect is first observed visually% its range can be found using radar. This gives the avigator a more e-act assessment of the visibility than by estimation. The vessels speed needs to be ad$usted according to the range at "hich ob$ects>vessels are detected. This can therefore be done "ith greater accuracy.
+%t 4:.
Q3
(a)
4hen appraising and planning for a landfall% the follo"ing should be considered!
•
The +andfall approaches should be clear of navigational hazards e.g. shoals% dangerous "rec#s;
•
+arge scale charts of the area must be available
•
•
sea bed "ith a distinct shoaling features that assists navigation using the echo sounder; The predicted meteorological conditions of the area for visibility and "ind force and direction% rainfall% lo" 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 "hen the tide is strong;
•
The mi- of fi-ing methods available including visual% radar% electronic navigational aids and echo sounder
•
*onsider that lo" lying land may only be visible at close range , distinctive mountainous areas can be identified using the s#etches in the 2ailing irections
•
rominent coastlines "ith distinct features are useful for identification especially by radar;
•
og signals to assist in recognition and pro-imity to land in poor visibility
•
2uitable anchorage areas;
•
Traffic density
(Note to Students "4 of the ao/e #ist shou#d e se#e%ted stating more than "4 i## on# resu#t in the first "4 of our ansers eing mared SQ67)
(c)(i)
Roc# (R) 2and (2) 2tones (2t)
(ii)
The direction and mean spring rate of the flood tide i.e 0==°T at 1 #not.
(iii)
Overfalls% Tide Rips and Races.
(iv)
Roc#% "hich covers and uncovers , height above chart datum '.=m.
(v)
The direction of buoyage is normally cloc#"ise around a continent. This direction is split around the ?N and 9reland. The direction is given so that the mariner #no"s "hich side to pass lateral buoys.
(vi)
: 1FFF
M6. (c)
The L+ong bet"een t"o points can only be used as a unit of linear measure if both points are at the e@uator% since 1 minute of longitude is e@ual to one nautical mile.
t latitudes other than the e@uator the distance bet"een the meridians passing through the points decreases by the cos of the latitude and so is not constant. 9t cannot therefore be used as a linear measure.
M=. Q5
*hec#list :1E of /dn 6 ('00F) of the :ridge rocedures uide 2tates!
The OO4 should notify the 3aster immediately!
•
•
•
if restricted visibility is encountered or e-pected
if traffic conditions or the movements of other ships are causing concern
if difficulties are e-perienced in maintaining course% on failure to sight land% a navigation mar# or obtain soundings by the e-pected time
•
•
(b)
if% une-pectedly% land or a navigation mar# is sighted or a change in soundings occurs
of brea#do"n of the engines% propulsion machinery remote control% steering gear or any essential navigational e@uipment% alarm or indicator
•
if the radio e@uipment malfunctions
•
in heavy "eather if in any doubt about the possibility of "eather 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
Ten chec#lists from section : include!
:1
amiliarisation "ith bridge e@uipment
:'
reparation for sea
:E
reparation for arrival in port
:6
ilotage
:=
assage plan appraisal
:G
avigation in coastal "aters
:F
avigation in ocean "aters
:H
nchoring and anchor "atch
:I
avigation in restricted visibility
:10
avigation in heavy "eather or in tropical storm areas
:11
avigation in ice
:1'
*hanging over the "atch
:16
reoperational chec#list
(Note to Students "4 of the ao/e #ist shou#d e se#e%ted stating more than "4 i## on# resu#t in the first "4 of our ansers eing mared SQ67)
(c)
The : re@uires that a 7proper formal record of navigational activities and incidents "hich are of importance to the safety of navigation% is #ept in appropriate log boo#s8
aper records should have the times and dates of the start and stop mar#ed on them% and be #ept at least to the end of the voyage. This "ill act as evidence should any claims be made against the vessel.
/nough information should be #ept in logboo#s and charts to allo" the actual trac# of the vessel to be reconstructed and the charts should not be cleaned off until the end of the voyage for the same reasons as above.
(d)
One hours notice is given!
• •
To allo" for the manning and machinery status of the /ngine Room to be ad$usted as re@uired f or standby To allo" the testing of steering gear% engines and communications to ta#e place.
No/ 4:.
M'. (b) (b)
The The four four ins insta tanc nces es "hen "hen int inter erme medi diat ate e heig height hts s can canno nott be cal calcu cula late ted d are! are!
• • • •
9f the tide tables instruct to use harmonic constants 9f there is shallo" "ater effect 9f the duration e-ceeds F hours 9f the duration is less than = hours
Q3
(a)(i) (a)(i)
The follo"in follo"ing g could could be e-tract e-tracted ed from from the 2ailing 2ailing irect irections ions "hich "hich could could be be used in the apprais appraisal al stage stage of 5oya 5oyage ge lanning!
(ii) (ii)
•
3eteorological>*limatic information
•
*urrent and Tidal 9nformation
•
avigational &azards
•
avigational aids>mar#s
•
avigational advice for entering>leaving harbours
•
2#etches>photographs of the ports>coastal features
•
:erth information>directions
•
acilities available "ithin the port e.g. ilotage% repair yards% anchorages etc
The The t"o t"o char charts ts that that coul could d be used used are! are!
• •
(iii (iii))
J =E'' J =E'1
2i2i- oth other er publ public icat atio ions ns "hic "hich h cou could ld be used used are! are! e-isting radio navigational "arnings; accurate and uptodate lists of lights; accurate and uptodate lists of radio aids to navigation; current and tidal atlases;
•
•
(b)
current tide tables dmiralty +ist of Radio 2ignals
mode moderat rate e sized% sized% relia reliable ble vess vessel el could could pass pass throug through h the 2outh 2outh ass assage age%% if at slac# slac# "ate "aterr by using using good good parall parallel el inde-i inde-ing ng techni@ues. There are ho"ever tide rips and overfalls that "ould be encountered if the vessel passes to the 2outh "hen the tide is running "hich could endanger smaller vessels. 2lo" vessels may suffer from the ' , E #not currents. The vessel "ill also be passing through a reasonably narro" gap at the centre of "hich is a shallo" patch. This could prove dangerous in the case of "ave action causing a grounding danger% of machinery brea#do"n e.g. main engine or steering gear. 9t "ould therefore be more prudent to ta#e the route to the orth of the 9sland , 2O+2 *hapter 5 does state that that the longer safer route should be ta#en in preference to a shorter more dangerous route. This "ould also avoid a shallo" patch and give a greater safety margin from the dangers.
(c) (c)
The The met metho hod ds of of pos posit itio ion n mon monit itor orin ing g "o "ould uld be! be!
arallel inde-ing off!
:illy oat oint
*losest edge of land of Rangitoto 9sland
&eadmar#! . l 4R 'Em'1>1F3 'Em'1>1 F3 +ighthoue on the / side of the evonport eninsula 5isual i-ing
aylight! Ra#ito 9sland ea# 3otutapu 9sland ea# Rangitoto 9sland ea# +ighthouse 4 of Rangitoto 9sland ight!
Ra#ito 9sland +ight ("hen visible) 3otutapu 9sland +ight ("hen visible) +ighthouse 4 of Rangitoto 9sland
Radar Ranges off! :illy oat oint Tatarata oint *losest parts of Rangitoto 9sland
M=.
3otuhoropapa9sland
(b)(i) (b)(i)
(ii) (ii)
9n restrict restricted ed "aters "aters the "or#lo "or#load ad for the the OO4 OO4 increases increases dramati dramatically cally to a point "here "here it "ould "ould be hard hard to cope. cope. This This "ould place the vessel in danger. orming a :ridge Team allo"s the "or#load to be divided so that individuals can cope% and allo"s the team members to monitor each other to spot mista#es.
The The :ri :ridg dge e ro roce cedu dure res s ui uide de /dn /dn 6 ('00 ('00F) F) stat states es!!
".2." omposition of the na/igationa# at%h under the ST? ode 9n determining "hether the composition of the navigational "atch is ade@uate to ensure that a proper loo#out can be maintained continuously% the master should ta#e into account all relevant factors including the follo"ing!
o
visibility% state of "eather and sea;
o
traffic density% and other activities occurring in the area in "hich the ship is navigating;
o
o
o
o
o
o
the attention necessary "hen navigating in or near traffic separation schemes or other routeing measures% or "ithin industrially controlled "or# zones;
the additional "or#load caused by the nature of the shipLs functions% immediate operating re@uirements and anticipated manoeuvres;
the fitness for duty of any cre" members on call "ho are assigned as members of the "atch% including compliance "ith applicable "or# hour regulations;
#no"ledge of and confidence in the professional competence of the shipLs officers and cre";
the e-perience of each 004% and the familiarity of that 004 "ith the shipLs e@uipment% procedures and manoeuvring capability;
activities ta#ing 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 "hen 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
o
o
the configuration of the bridge% to the e-tent that such configuration might inhibit a member of the "atch from detecting by sight or hearing any e-ternal development; if "or#ing in an active mode% the need for a dedicated% competent O to be in charge of the positioning of the ship and the operation of the system;
any other relevant standard% procedure or guidance relating to "atch#eeping arrangements and fitness for duty.
Mar%h 4'.
Q3 (a)
(ote to students Pour ans"er should include any five from these)
2ailing irections dmiralty +ist of +ights A og 2ignals dmiralty +ist of Radio 2ignals *urrent tlas Tidal 2tream tlas Tide Tables
(b)
*hart 2ymbols "arning of! Overfalls% Tide Rips or Races;
/ddies;
Roc#s. *hart otes "arning of!
3agnetic disturbance causing deviation changes in the magnetic compass in areas of po"er cables;
Narori Rip , fast currents; *rossing Traffic in the "ay of ferries;
4eather conditions may considerably change the predicted currents.
(c)
5isual Transits of the +ighthouses in transit (M and 9so 4R) visual bearing and compass error on departure;
encoro" &d +ighthouse , 5isual bearings;
:oring &d +ighthouse , 5isual :earings
2inclair &ead , Radar ranges
Tongue oint +ighthouse , 5isual :earings
Oleranga :ay +ighthouse , 5isual bearings and Radar ranges
Ohau oint +ight ,house , 5isual bearings and Radar ranges
Run ?nder oint +ighthouse , 5isual bearings
:rothers +ighthouse , 5isual bearings and Radar ranges
3ana 9sland 2outh point , Radar ranges and bearings.
Q5
(a) (i)
4hen handing over the "atch the OO4 shall!
• • •
ensure that the members of the relieving "atch are fully capable of performing their duty ensure that the vision of the relieving "atch is fully ad$usted to the light conditions ensure that all standing orders and the 3asterLs night orders are fully understood
(3 E1= aragraph G.1)
(ii)
The OO4 shall not hand over the "atch!
•
•
if there is reason to believe that the relieving officer is not capable of carrying out the "atch#eeping duties effectively , in "hich case the 3aster should be notified; "hen a manoeuvre is in progress until such action has been completed.
(3 E1= aragraph G.')
(iii)
The minimum rest period in any '6 hour period is 10 hours. This shall not be split into more than ' periods.
(32 1FGF aragraph E.') (3 E1= aragraph 6.1)
(iv)
One of the periods should be at least G hours long% "ith an interval bet"een not e-ceeding 16 hours.
(32 1FGF aragraph E.') (3 E1= aragraph 6.1)
(c)
•
ctions of the OO4 should be!
*all the 3aster /nsure that the vessel is safe in and continuing from either position. erform another sight and>or use another form of fi-ing to crosschec# the original sight eg 2 • •
(d)
One hours notice is given!
• •
(e)
The compass error should be obtained if!
• • • • •
(f)
• • • •
To allo" for the manning and machinery status of the /ngine Room to be ad$usted as re@uired f or standby To allo" the testing of steering gear% engines and communications to ta#e place.
Once a "atch "hen no ma$or alterations of course ta#e place fter any ma$or alteration of course 4hen entering or leaving restricted "aters 4hen entering or leaving an area of magnetic anomaly 9f the OO4 has any doubts as to its reliability
The follo"ing could be used!
2ound po"ered telephone Tal# bac# system 5&>?& portable radio 3essenger if applicable to that ship
8u# 4'.
Q3
(a)(i)
Ta%ti%a# ad/an%e
istance travelled by the centre of gravity in the direction of the original course until a point "here the vessel has altered her course by I0<.
Tota# ad/an%e
The total distance travelled by the centre of gravity in the direction of the original course.
(ii)
Transfer
The distance travelled by the centre of gravity measured perpendicular to the direction of the original course.
(iii)
?hee# +/er ,osition
The position at "hich the course alteration is initiated
Original *ourse
e c n a v d
4heel Over Transfer
(b)
(c)
(ote to 2tudents any 6 of the ans"ers listed belo" are acceptable ans"ers)
(i)
pproach 2peed
(ii)
Rudder ngle
(iii) (iv) (v)
raughts% or +oad>:allast *ondition 4eather ("ind speed A direction) ?nder#eel *learance
(d) (i)
#earing >earing
minimum or ma-imum bearing of a given ob$ect "hich must not be crossed if the vessel is to remain on a safe trac#. This is mainly used for coastal navigation visual% but can also be used for bli nd pilotage ie radar.
!eading !ights
T"o lights at different ranges "hich have to be #ept in a vertical line to #eep the vessel on a safe trac#. This is fre@uently used for entering and leaving port.
ross Tra% !imit
The ma-imum perpendicular distance that a vessel may safely be from the planned trac#. This is mainly used in con$unction "ith 2
6ort ,osition
The 7oint of o Return8. The position along a given trac# "hich is the last chance for the vessel to abort the manoeuvre passing bet"een t"o brea#"aters. Once passed the abort position is passed the distance to the hazard is less than the turning circle and stopping distance% so the vessel is committed to the re@uired manoeuvre.
M=. (b)
The compass error should be obtained if!
Once a "atch "hen no ma$or alterations of course ta#e place fter any ma$or alteration of course 4hen entering or leaving restricted "aters 4hen entering or leaving an area of magnetic anomaly
• • • •
•
9f the OO4 has any doubts as to its reliability
Oct 0H ME. (b)
Rule 10 (c) states8
7 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 flo".8
rom the *hart
The direction of flo" is 01=< T
The %ourse at right ang#es to the dire%tion of f#o for that se%tion ou#d therefore e 2'5@ T
Rule 10 (e) states
7 vessel other than a crossing vessel or a vessel $oining or leaving a lane shall not normally enter a separation zone or cross a separation line e-cept!
(i) in %ases of emergen% to a/oid immediate dangerA
(ii) to engage in fishing ithin a separation 1one.8
(d)
(e)
if a T22 has been 93O adopted it "ould be!
(i)
stated on the : *hart used
(ii)
published in the 793O Routing uide8
Rule 10 (d) states!
7(i) vessel shall not use an inshore traffic zone "hen she can safely use the appropriate traffic lane "ithin the ad$acent traffic separation scheme. &o"ever% vessels of less than '0 metres in length% sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
(ii) ot"ithstanding subparagraph (d) (i)% a vessel may use an inshore traffic zone "hen en route to or from a port% offshore installation or structure% pilot station or any other place situated "ithin the inshore traffic zone% or to avoid immediate danger.8
The vessels that can use an i nshore zone are
(f)
(i)
Besse#s #ess than 24m
(ii)
Sai#ing Besse#s
(iii)
Besse#s engaged in Cishing
(i/)
Besse#s en route to and from a port< offshore insta##ation or stru%ture< pi#ot station or an other p#a%e situ ithin the inshore traffi% 1one
(/)
Besse#s a/oiding -mmediate Danger
Rule 10 (#) states!
7 vessel restricted in her ability to manoeuvre "hen engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is e-empted from complying "ith this Rule to the e-tent necessary to carry out the operation.8
Rule 10 (l) states!
7 vessel restricted in her ability to manoeuvre "hen engaged in an operation for the laying% servicing or pic#ing up of a submarine cable% "ithin a traffic separation scheme% is e-empted from complying "ith this Rule to the e-tent necessary to carry out the operation.8
Q5
(a)
Note to Students & #ny 10 o the ollo'ing
•
•
visibility% state of "eather and sea;
traffic density% and. other activities occurring in the area in "hich the ship is navigating; Q
•
•
the additional "or#load caused by the nature of the shipBs functions immediate operating re@uirements and anticipated manoeuvres;
•
the fitness for duty of any cre" members on call "ho are assigned as members of the "atch;
•
the #no"ledge and confidence in the professional competence of the shipBs officers and cre";
•
•
the e-perience of each OO4% and the familiarity of that OO4 "ith the shipBs e@uipment% procedures and manoeuvring capability;
activities ta#ing 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 "hen 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;
•
•
(b)
the attention necessary "hen navigating in or near traffic separation schemes or other routeing measures;
the configuration of the bridge% to the e-tent such configuration might inhibit a member of the "atch from detecting by sight and hearing any e-ternal development;
any other relevant standard procedure or guidance relating to "atch#eeping arrangements and fitness for duty.
The follo"ing items of bridge e@uipment "ould be chec#ed prior to entering restricted "aters!
Note to Students & #ny 10 o the ollo'ing
•
echo sounders;
•
elecronic navigational position fi-ing systems;
•
gyro>magnetic compass A repeaters
•
radar(s);
•
bridge and engineroom telegraphs% including!
rpm indicators;
controllable pitch propeller controls and indicators% if fitted;
•
bridge to engineroom communications facilities;
•
5& radio communications;
•
navigation and signal lights% including searchlights% signalling lamp% morse light;
•
sound signalling apparatus% including "histles;
•
steering gear% including manual% autopilot and emergency changeover arrangements and rudder indicators;
•
"indo" "iper>clearvie" screen arrangements
(c)
The follo"ing shall be used to determine the fi-ing interval in restricted "aters!
•
the pro-imity of navigational hazards;
•
speed;
•
prevailing visibility;
•
range of fi-ing methods available for cross chec#ing to ta#e place;
•
reliability of fi-ing methods available.
ov 0H Q2 (a)
The main factors causing tides are the combined effect of the gravitational forces e-erted on the earth by the moon and also% by the sun and are combined "ith 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 e-erted on the earthBs surface by the moon causes "ater to pile up to"ards the moon and also% in the hemisphere opposite to the moon.
igure 1
1oint +4
&4
1
C
3oon &4
+4
. 2. Spring tides
The tides "ith maximum range are #no"n as Spring tides they occur at f ortnightly intervals. B D
igure ' represents the relative positions of the sun and moon at spring tides% "hen the tidal generating forces of the sun and moon act together producing the highest high tide and the lo"est lo" "aters.
The moon is at con$unction (e" 3oon) or opposition (ull 3oon).
igure '
.ull 3oon
(e" 3oon 2un
/arth Opposition
*on$unction
3. Neap tides
The tides "ith minimum ranges are #no"n as Neap tides they also occur at fortnightly intervals.
igure E represents the relative positions of sun and moon at neap tides "hen the tidal generating forces are acting at right angles to each other% so that effectively a lo"er high "ater and a higher lo" "ater is produced. . These f orces of the 2un relative to the moon are in the appro-imate ratio F! E.
The moon is said to be at @uadrature.
igure E
(b)
The reliability of tidal predictions is dependant upon!
(i)
The methods of prediction that "ere used in the calculation , the longer the period over "hich the observations "ere made% the more accurate the data "ill be for the seasonal changes in meteorological conditions for instance.
(ii)
&o" recent the tidal observations "ere made. or e-ample% over the years mean sea level changes. The more recent the observations the more accurate the tidal prediction information "ill be.
(d) The discrepancies bet"een predicted and observed heights and times can be caused by!
(i)
3eteorological *onditions! • • • •
*hanges in barometric pressure /ffects of 4ind 2eiches 2torm 2urges
(ii)
2hallo" 4ater /ffects
(iii)
2easonal 5ariations! • •
(d)
ME.
in 3ean +evel &armonic *onstants
The 2tandard ort from "hich the 2econdary ort ata is based should have!
(i)
Tidal *haracteristics similar to that of a local standard port.
(ii)
9f (i) is not possible then another standard port distant from the secondary port "hich has similar tidal characteristic
(a)
This route is possible , especially "ith the use of good parallel inde-ing.
This route "ould OT be used ho"ever for the follo"ing reasons!
•
The route passes unnecessarily close to the light vessel and the buoy "hen passing bet "een them. This "ould put the vessel in unnecessary danger if there "as!
(i) ailure of /lectronic avigational ids such as radar% 2 etc combined "ith a poor visibility could put the ship in danger (ii) 3achinery failure "ould put the vessel in unnecessary danger (iii)3anoeuvres to avoid ishing vessels for instance "ould prove difficult •
• •
The route "ould be crossing the e-iting traffic from the 424 traffic lane unnecessarily close to the e-it point from the T22 causing conflict. 3erging "ith other traffic entering the // Traffic lane could prove difficult if traffic conditions are busy 2O+2 *hapter 5 (nne- '6. 6.) clearly states that under the planning process 7The planned trac# should be plotted to clear navigational hazards at as safe a distance as circumstances allo". longer route should al"ays be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering gear brea#do"n at a critical moment must not be overloo#ed.8
9t "ould be better to plan a route passing to the 2outh of the *oningbeg +ight 5essel.
(b)
(i)
The light flashes (i.e. the period light is shorter than the period of dar#ness)! • • • •
(ii)
The +ight is 2ectored. The reen sector is visible bet"een the True :earings of '6=
(iii)
This is a description of the structure and its height in metres. The +ighthouse is a "hite coloured to"er "ith a height of 1E metres. This is measured from the top of the structure to the ground.
(iv)
These remar#s refer to the og 2ignal. 9t sounds as follo"s! • • • •
(v)
(vi)
(c)
1 lash (l ) (the period lit) for 0.= seconds then; /clipses (ec ) (the period of dar#ness) for 1 second then; 1 lash (l ) (the period lit) for 1.= seconds then; /clipses (ec ) (the period of dar#ness) for H seconds.
1 :last (bl ) (the period the fog signal is sounded) for 1.= seconds then; 2ilence (si ) (the period of silence) for E seconds then; 1 :last (bl ) for 1.= seconds then; 2ilence (si ) for EI seconds.
Racon , Radar Transponder :eacon. This searches through radar band "idths to detect radar transmissions. Once detected the Racon "ill transmit a signal "hich can be seen by the navigator on the radar screen and thus assist "ith the identification of &oo# &ead on Radar. 9t does not state "hether the Racon operated on Ecm% 10cm or both radar "avelengths. The chart ho"ever does state that it operates on both and transmits the morse letter N (.)
ames sho"n in bold type have a range greater than 1= miles. The ranges sho"n for the :ritish 9sles are the ominal Ranges.
To *alculate the 5isible Range
?sing
the +uminous Range iagram , +uminous Range is H.' miles
?sing the eographical Range Table
rom the *hart , The elevation of the light is 6Gm above 3&42
or 6=m height
eographical Range is 1H.G miles
or =0m height
eographical Range is 1I.E miles
9t can clearly be seen that the +uminous Range is the least range and this "ould be ta#en at H.' miles
The ar#iest Hoo Head !ight ou#d e seen under the gi/en %onditions is '.2 mi#es
(e) The 2ailing irections contains the follo"ing information for appraisal!
• • • • • •
dvised routes (irections) to ta#e bet"een various points reas to be avoided nchorages Tidal 2treams +imits of territorial "aters Muality of *harting
ishing reas Radio avigation acilities Radio 2tations :uoyage systems 3ilitary areas to be avoided or treated "ith caution ilotage acilities available Regulations , eg legal re@uirements of the coastal state "ith reference to Traffic 2eparation schemes *oastguard > Rescue 2ervices and signals used 2#etches on the appearance of the coastline>lighthouses and other prominent features
• • • • • • • • •
3arch 0I. Q3
(a) The factors involved in determining the safe distance to pass off ortland :ill are!
(i) (ii) (iii) (iv) (v)
(b)
(c)
/-pected "eather conditions and the associated prevailing visibility; 5ariety% availability and "or#ing condition of navigational e@uipment including radars; umber and e-perience of available navigating officers; 3anoeuvrability of the vessel including the anticipated set and rate of the current compared to the available ship speed; Traffic density anticipated to be encountered% including fishing vessels.
(i)
This is a Trinity house maintained light.
(ii)
9t "ould be seen as a "hite to"er "ith a red band pained across it% the top of "hich is 61 metres from the ground.
(iii)
The Red sector is to highlight and therefore "arn mariners that they may be entering the shallo" "aters associated "ith the 2hambles :an# at night.
Pes% due to the steep sided nature and cliff edges ortland :ill is Radar *onspicuous.
The :ill has a shape that is easily identifiable by radar.
/ast"ards of the :ill E point fi-ing "ould be available using the bulge off the 5arne "hich could be used for ' ranges and a bearing.
2outh and 4est of the :ill only ' point fi-ing "ould be available off the :ill itself% since there are no really easily identifiable shapes to ma#e up the second range or bearing on the 4estern side. Q5 (a)
Rule G states!
79n determining a safe speed the follo"ing factors shall be among those ta#en into account!
(a)
:y all vessels!
(i)
the state of visibility;
(ii)
the traffic density including concentrations of fishing vessels or any other vessels;
(iii)
the manoeuvrability of the vessel "ith special reference to stopping distance and turning ability in the prevailing conditions;
(iv)
at night the presence of bac#ground light such as from shore lights or from bac# scatter of her o"n lights;
(v)
the state of "ind% sea and current% and the pro-imity of navigational hazards;
(vi)
the draught in relation to the available depth of "ater.
(b) dditionally% by vessels "ith operational radar!
(i)
the characteristics% efficiency and limitations of the radar e@uipment;
(ii)
any constraints imposed by the radar range scale in use;
(iii)
the effect on radar detection of the sea state% "eather and other sources of interference;
(iv)
the possibility that small vessels% ice and other floating ob$ects may not be detected by radar at an ade@uate range;
(v)
the number% location and movement of vessels detected by radar;
(vi)
the more e-act assessment of the visibility that may be possible "hen radar is used to determine the range of vessels or other ob$ects in the vicinity.
(b)
: F states
72hortly before departure% chec# and test the steering gear including% as applicable% the operation of the follo"ing! • • • • • • • • •
the main steering gear; the au-iliary steering gear; the remote steering control systems; the main steering position on the bridge; the emergency po"er supply; the rudder angle indicators in relation to actual rudder position; the remote steering gear control system po"er failure alarms; the steering gear po"er unit failure alarms; and automatic isolating arrangements and other automatic e@uipment.
*hec#s and tests should include! • •
• •
(c)
the full rudder movement according to the re@uired capabilities of the steering gear; the timing of rudder movement from hardovertohardover% using each steering gear po"er unit singly and together% to ensure consistency "ith previous tests; a visual inspection of the steering gear and its connecting lin#age; and the operation of the means of communication bet"een the bridge and the steering gear compartment.
/mergency steering drills must be carried out at least once every E months
uly 0I. Q2
(a)
+o"est stronomical Tide (+T) This is the lo"est level of tide "hen considering only the effect of the sun and moon.
(b)
The reasons for differences bet"een published heights>times and actual tides is!
(c)
(d)
(i) (ii) (iii) (iv) (v) (vi)
The effect of "ind; The effect of e-tremely high or lo" pressure; 2torm surges; egative surges; /-ceptionally heavy rainfall; /rrors in seasonal correction due to them being an average.
(i)
The blac# circle indicates that a e" 3oon has been predicted for that date.
(ii)
Referring to the curve indicates that 2pring Tides "ill occur ' days later.
(i)
The 7Tidal 2et8 is the direction of the flo" of the tide measured in degrees true.
(ii)
The 7Tidal rift8 is the distance a body of "ater "ill have moved during a period of time measured in nautical miles.
(iii)
The 7Tidal Rate8 is the speed that a body of "ater has moves during a period of time measured in #nots.
(3)
(a) •
•
The charted ote 72atellite erived ositions8 informs the navigator that the datum for the celestial sphere is that of the 74orld eodetic 2ystem 1IH6 atum8 (42 H6). The navigator "ould have to ensure that the 2 set in use is set to this datum. The positions% "hen used on the chart "ould have to be ad$usted as follo"s! +atitude ad$usted by 0.0'L 2outh"ards +ongitude ad$usted by 0.0=L /ast"ards.
:oth these are so small that they are of no practical use to the ships navigator using this chart% due to the scale% and "ould therefore be discarded.
(b)
+uminous Range is H.0 miles
eographical Range is appro- '0.F miles
The #ight ou#d first e seen at '.4 mi#es
(c)
S.S
(d)
&oo# &ead "ould be a suitable for a landfall for the follo"ing reasons!
• • • • •
&oo# &ead has a shape readil y identifiable by radar% and Racon N to assist "ith confirmation of this. &oo# &ead and the surrounding area is suitable for radar fi-ing. &oo# &ead +ight has a long nominal range% and "ould therefore 7pierce8 fog "ell The area surrounding &oo# &ead does not have any under"ater dangers such as roc#s% "rec#s% shallo"s etc. The Tidal iamonds and Tidal rro"s on the approach to &oo# &ead are plentiful giving assistance in the calculation of the tidal streams to be anticipated.
(e)
The "ater shallo"s very gradually on the approach to 4aterford so it "ould 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 fi-ing or to confirm an anticipated under#eel clearance.
(f)
The symbol indicates overfalls% tide rips or races. These could cause the vessel to be difficult to steer "hen the tides are running fast% possibly causing the vessel to sheer. /-treme caution advised
(g)
(i)
From )hart
3&42 in the area of reat 2altee is E.Im
Neeragh 9sl
t 2altee
+. 2altee
&t above 3&42
G.0m
=F.0m
E=.0m
3&42
6.0m
E.Im
E.Im
94.m
3'.m
Ht ao/e hart Datum "4.4m
(i)
ature of the bottom ,
c2 is course bsand R is Roc#
M=. (b%
From De!iation )ur!e
xpe%ted de/iation is :.'@ ('@)
The subse@uent actions on discovering the discrepancy are!
• • •
9nform the 3aster *ompare gyro "ith magnetic compass /nsure the safety of the position of the vessel by fi-ing using other means
• • •
•
*hec# the chart for magnetic anomalies Re"or# another calculation 5erify that the magnetic compass has not been interfered "ith , i.e. correct magnets correctly positioned% spheres correctly positioned etc /nsure that no ne" sources of magnetic i nterference have been introduced
Oct 0I. Q3
(a) Rule 10 (Traffic 2eparation 2chemes) of the 9R*2 (321FH1) states!
7(e)
vessel other than a crossing vessel or a vessel $oining or leaving a lane shall not normally enter a separation zone or cross a separation line e-cept!
(i)
in cases of emergency to avoid immediate danger;
2ince the vessel has suffered a brea#do"n% and remaining drifting in the traffic lane "ould put the ship in danger% then the 3aster is $ustified in putting the vessel in a place of safety i.e. in the 2eparation Jone.
Rule 10 (Traffic 2eparation 2chemes) of the 9R*2 (321FH1) states!
(b) vessel using a traffic separation scheme shall!
(i)
proceed in the appropriate traffic lane in the general direction of traffic flo" for that lane;
(ii)
so far as practicable #eep clear of a traffic separation line or separation zone;
(iii)
normally $oin or leave a traffic lane at the termination of the lane% but "hen $oining or leaving from either side shall do so at as small an angle to the general direction of traffic flo" as practicable.
(c)
vessel shall% so far as practicable% avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flo".
(d)
(i)
vessel shall not use an inshore traffic zone "hen she can safely use the appropriate traffic lane "ithin the ad$acent traffic separation scheme. &o"ever% vessels of less than '0 metres in length% sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
(ii)
ot"ithstanding subparagraph (d) (i)% a vessel may use an inshore traffic zone "hen en route to or from a port% offshore installation or structure% pilot station or any other place situated "ithin the inshore traffic zone% or to avoid immediate danger.
(e)
(c)
vessel other than a crossing vessel or a vessel $oining or leaving a lane shall not normally enter a separation zone or cross a separation line e-cept!
(i)
in cases of emergency to avoid immediate danger;
(ii)
to engage in fishing "ithin a separation zone.
(f)
vessel navigating in areas near the terminations of traffic separation schemes shall do so "ith particular caution.
(g)
vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.
(h)
vessel not using a traffic separation scheme shall avoid it by as "ide a margin as is practicable.
Rule E (eneral definitions) of the 9R*2 (321FH1) states!
or the purpose of these Rules% e-cept "here the conte-t other"ise re@uires!
(f)
The term 7vessel not under command8 means a vessel "hich through some e-ceptional circumstance is unable to manoeuvre as re@uired by these Rules and is therefore unable to #eep out of the "ay of another vessel.
Rule ' (Responsibility) of the 9R*2 (321FH1) states!
(b) 9n construing and complying "ith these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances% including the limitations of the vessels involved% "hich may ma#e a departure from these Rules necessary to avoid immediate danger.
Rule 10 (Traffic 2eparation 2chemes) of the 9R*2 (321FH1) states!
(b)
vessel using a traffic separation scheme shall!
(iii)
normally $oin or leave a traffic lane at the termination of the lane% but "hen $oining or leaving from either side shall do so at as small an angle to the general direction of traffic flo" as practicable.
Rule 'F (5essels not under command or restricted in their ability to manoeuvre) of the 9R*2 (321FH1) states!
(a)
vessel not under command shall e-hibit!
(i)
t"o allround red lights in a vertical line "here they can best be seen;
(ii)
t"o balls or similar shapes in a vertical line "here they can best be seen;
(iii)
"hen ma#ing "ay through the "ater% in addition to the lights prescribed in this paragraph% sidelights and a stern light.
The engine brea#do"n ma#es the vessel 7ot ?nder *ommand8 by definition in the 9R*2 Rule E (f)% and therefore e-empted from compliance "ith the rules "ith respect to part (b)(iii) Rule 10% since she is unable to 7manoeuvre as re@uired by these rules8.
2he cannot anchor in the T22 (as stated earlier) and "ould present a danger to other vessels if she remained drifting "ithin the traffic lane. 2he therefore needs to leave the traffic lane as @uic#ly as possible "hilst the vessel is still moving and can be manoeuvred. This departure from the rules is allo"able under Rule ' (b).
iven that the vessel has suffered an engine brea#do"n and can only maintain momentum for a certain distance% she is complying "ith Rule 10 (b) (iii) in that she is leaving at 7as small angle8 as is practicable given the circumstances.
Other vessels "ould be a"are that she unable manoeuvre as per the rules due to the lights and>or shapes sho" described in Rule 'F(a) (d)
?nder 7eneral rovisions on 2hipsL Routing8 The 93O Routing uide states under paragraph 1.'!
The precise ob$ectives of any routeing system "ill depend upon the particular hazardous circumstances "hich it is intended to alleviate% but may include some or all of the follo"ing!
.1
the separation of opposing streams of traffic so as to reduce the incidence of headon encounters;
.'
the reduction of dangers of collision bet"een crossing traffic and shipping in established traffic lanes;
.E
the simplification of the patterns of traffic flo" in converging areas;
.6
the organization of safe traffic flo" in areas of concentrated offshore e-ploration or e-ploitation;
.=
the organization of traffic flo" in or around areas "here navigation by all ships or by certain classes of ship is dangerous or undesirable;
.G
the organization of safe traffic flo" in or around or at a safe distance from environmentally sensitive areas;
.F
the reduction of ris# of grounding by providing special guidance to vessels in areas "here "ater depths are uncertain or critical; and
.H
the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds.
Q5
(a)(i)
3 E1= paragraph H.E states!
79n certain circumstances of clear daylight conditions the 3aster may consider that the OO4 may be the sole loo#out.8
(ii)
3 E1= paragraph H.E states!
•
ull account has been ta#en of all relevant factors including but not limited to!
•
state of the "eather
•
visibility
•
traffic density
•
pro-imity of dangers to navigation
•
•
the attention necessary "hen navigating in or near traffic separation schemes
•
design and layout of the bridge
•
radar e@uipment fitted and their limitations "ith respect to navigation
arcs of visibility
•
other duties that the officer may have to engage in and "hich could be a distraction from the #eeping of a proper loo#out such as! •
•
•
operation of 322 and other communications e@uipment such as cell phones and email systems
navigational maintenance such as completion of logs and other record #eeping and correction of charts and publications routine testing and maintenance of bridge e@uipment
9n any event% an OO4 acting as sole loo#out should al"ays be able to fully perform both the duties of a loo#out and those of #eeping a safe navigational "atch. ssistance must be immediately available to be summoned to the bridge "hen any change in the situation so
[email protected]
(iii)
3 E1= paragraph I.' states!
7s a "ay of fully engaging the loo#outLs attention consideration should be given to #eeping the loo#out appraised of the current navigational situation "ith regard to e-pected traffic% buoyage% "eather% landfall% pilotage and any other circumstance relevant to good "atch#eeping.8
(b)(i)
The :ridge rocedures uide /dition 6 ('00F) paragraph 1.'.= 7The :ridge Team8 states!
7The bridge team is established so that the most effective use can be made of available manpo"er in order that established "or# procedures are follo"ed% ris# is minimised and ships are navigated safely. ll shipLs personnel "ho have bridge navigational "atch duties "ill be part of the bridge team. The master and pilot(s)% as necessary% "ill need the support of the team% "hich "ill comprise the 004% a helmsman and loo#out(s) as re@uired.
The 004 is in charge of the bridge and the bridge team for that "atch% until relieved.
9t is important that the bridge team "or#s together closely% both "ithin a particular "atch and across "atches% since decisions made on one "atch may have an impact on another "atch.
The bridge team also has an important role in maintaining communications "ith the engine room and other operating areas on the ship8
(ii)
The :ridge rocedures uide /dition 6 ('00F) paragraph 1.'. 7*omposition of the navigational "atch under the 2T*4
*ode8 states!
9n determining "hether the composition of the navigational "atch is ade@uate to ensure that a proper loo#out can he maintained continuously% the master should ta#e into account all relevant factors including the follo"ing!
o
visibility% state of "eather and sea;
o
traffic density% and other activities occurring in the area in "hich the ship is navigating;
o
the attention necessary "hen navigating in or near traffic separation schemes or other routeing measures% or "ithin industrially controlled "or# zones;
o
the additional "or#load caused by the nature of the shipLs functions% immediate operating re@uirements and anticipated manoeuvres;
o
the fitness for duty of any cre" members on call "ho are assigned as members of the "atch% including compliance "ith applicable "or# hour regulations;
o
#no"ledge of and confidence in the professional competence of the shipLs officers and cre";
o
the e-perience of each 004% arid the familiarity of that 004 "ith the shipLs e@uipment% procedures and manoeuvring capability;
o
activities ta#ing 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 "here 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 e-tent that such configuration might inhibit a member of the "atch from detecting by sight or hearing any e-ternal development;
o
if "or#ing in an active mode% the need for a dedicated% competent O to be in charge of the positioning of the ship and the operation of the system;
o
any other relevant standard% procedure or guidance relating to "atch#eeping arrangements and fitness for duty.
(Note to Students – only 10 o the abo!e bullet points need to be stated in the S"# e$am%
ec 0I
Q3
(a)
The 2ailing irections give information on the follo"ing!
(i)
The Topography of the +and
(ii)
&azards ,
/-ercise rea erry Traffic
(iii) 4ind , local influences and effects (iv) 2eas , ho" affected locally by the "eather (v)
*urrent A Tidal 2treams
(vi) +ocal 3agnetic nomoly (vii)Reporting 2ystem (viii)
Routes , 9nshore , rincipal mar#s ids to avigation irections
(2ee anne- 1 for the actual contents for the *oo# 2trait)
(b)
(c)
The follo"ing could be used for parallel inde-ing! (i)
/ oint of 2tephens 9sland
(ii)
oint of *ape Noamanu
(iii) (iv) (v) (vi) (vii)
:rothers +ight 2inclair &ead (possible) :aring &ead Tura#irae &ead 2/ oint of orangi eninsula
arallel 9nde-ing indicates only "hether a vessel is on or off trac#. 9t can also be used to indicate "hether a vessel is in safe "ater or not , if the 3T>+T lines are also used. 9 do ho"ever only give one position line% so cannot be used as a fi- since a fi- re@uires at least t"o position lines.
(d)
The primary means of fi-ing at night "ould be by visual bearings of the lights% bac#ed up by radar ranges to give at least three position lines per fi-.
(e)
(i)
*learing :earings
(ii) *learing Ranges (iii) /cho 2ounder (iv) 2
(f)
9f the 2 set is programmed to use the atum of 42 H6% then it "ill tie in "ith the same atum used in the creation of the chart. o corrections "ill need to be applied to the positions ac@uired from the 2 , they can be plotted directly on the chart.
Q5
(a) •
•
•
•
•
•
•
•
etection by radar especially in a calm sea (cannot be relied upon for bergy bits and gro"lers).
5isually , appears as a "hite mass "hen shone on by the sun% "ith not sun a dar# mass. irst signs may be the "ash of the sea brea#ing on its base 9ce blin# sighted as a yello"ish haze usually "ell before the ice itself is detected. 9f overcast an ice blin# "ill tend to have a "hite layer reflecting "ith the cloud formation.
2ea surface temperature , 9f carefully "atched in the orth tlantic may indicate entry into a cold ice bearing current. 9f the recoded temp is 1<* then ice can be assumed to be "ithin 1=0 nautical miles. 9f belo" 1<* then ice is "ithin =0 nautical miles. og ban# 9ce edge is often accompanied by a thic# ban# of fog.
4ildlife , prior to sighting ice or fog ban#s% it is more li#ely that observation of "ildlife "ill provide indication of ice e.g "alrus% seals% and different species of birds far from land. 2ea state , a distinct change in sea state% "here an abrupt smoothing of the sea and a reduction in s"ell indicates that ice could "ell be to "ind"ard
oise , a thunderous roar is heard "hen a gro"ler is calved.
(b) •
•
steer to"ards "armer conditions% or
see# shelter% as soon as possible.
9f unable to reach shelter or "armer conditions% it has been found best to! •
reduce spray to a minimum by heading into the "ind and sea at the slo"est speed possible% or
•
run before the "ind at the least speed that "ill maintain steerage.
dditionally!
(c)
•
manual removal > clearance may be considered.
•
?se of deicing agents
?nder 2O+2 *hapter 5% '006% the 3aster of every ship encountering dangerous ice or conditions that "ill cause ice
accumulation on ships% is re@uired to report these conditions% format of the report can be found in The 3ariners &andboo# ( 100).
(d)
(i)
The type of ice The position of the ice 3T and date of the observation
• • •
(ii) • • • •
The message should contain!
The message should contain! The date and 3T The position of the ship The air and sea temperatures The force A direction of the "ind
6nnex " (6dditiona# -nformation) The follo"ing is from the e" Jealand ilot (=1) (1Gth /dn '006)!
3arch 10
(c)(i)
Mean Sea !e/e#
The average height of the surface of the "ater measured over a long period of time.
(ii)
harted Depth
The depth of "ater bet"een the bottom of the sea and the *hart atum line. These are the sounding depths that are found on charts. s *hart atum is a point belo " "hich the "ater level seldom falls the mariner can consider this to be the minimum depth of "ater available at any time. 9n addition to this depth he "ill have some height of tide to add.
Q3
(a)
•
•
•
•
•
•
•
•
• •
(b)
There are 10 parts to chart ==00% "hich "ould be used as follo"s!
assage lanning ?sing this uide , This give advice on the application of ppraisal% lanning% /-ecution and 3onitoring in passage planning; Routing! eneral Rules and Recommendations , *overs the application of 9R*2 Rule 10 and the use of the eep 4ater routes; Routing! 2pecial Rules and Recommendations , informs of the 93O adoption of the T22 schemes% and advises that vesasels over E00 T should have electronic position fi -ing systems; assage lanning! 2pecial *lasses of 5essel , gives advice for deep draught vessels eg under#eel clearances and routes to use% recommended routes for vessels carrying dangerous goods and the use of 9TJ f or sailing vessels under '0m; Oil and angerous *argoes! 3arine ollution , ives advice on the 3RO+ and reporting re@uirements for different classes of cargo; Radio Reporting 2ystems applying to through Traffic , gives advice on "here reporting information can be found in +R2% and the reporting re@uirements and contents of the reports for different types of vessel carrying different types of cargo in the various areas; Reporting to a ort of estination in the rea , gives the reporting re@uirements for ports to be used in the area (e.g. notice of arrival) and "here information can be found on the re@uirements (+R2 5ol G); 3aritime Radio 2ervices , details on avigation "arnings and "eather bulletins% 5T/K stations and Traffic surveillance in the area; ilot 2ervices , etails on both eep 2ea ilot and &arbour ilots Tidal 9nformation and 2ervices , *oRange and *oTidal information in the area.
Tidal 2tream tlas This contains the directions and the strengths (eaps and 2prings) of the tidal streams to be e-pected in a sea area (e.g the /nglish *hannel). The strength of the tide is indicated by the thic#ness of the lines in the pages. ?sed "ith 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 &igh 4ater% the si- preceding and sisuccessive hours. 3ore precise information can be obtained using the chartlets provided in some volumes% and the *o Range and *oTidal diagrams can be used to calculate under#eel clearances.
uly 10
Q3 (a)
4hen appraising and planning for a landfall% the follo"ing should be considered!
•
The +andfall approaches should be clear of navigational hazards e.g. shoals% dangerous "rec#s;
•
+arge scale charts of the area must be available
•
sea bed "ith a distinct shoaling features that assists navigation using the echo sounder;
•
The predicted meteorological conditions of the area for visibility and "ind force and direction% rainfall% lo" 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 "hen the tide is strong;
•
The mi- of fi-ing methods available including visual% radar% electronic navigational aids and echo sounder
•
*onsider that lo" lying land may only be visible at close range , distinctive mountainous areas can be identified using the s#etches in the 2ailing irections
•
rominent coastlines "ith distinct features are useful for identification especially by radar;
•
og signals to assist in recognition and pro-imity to land in poor visibility
•
2uitable anchorage areas;
•
Traffic density
(b)
ublications that should be consulted "hen planning to ma#e a landfall are! 1.
dmiralty 2ailing irections (ilot :oo#s)%
'.
dmiralty +ists of +ights and og 2ignals%
E.
dmiralty Tide Tables;
6.
*urrent and tidal atlases
=.
dmiralty +ists of Radio ids to navigation;
G.
93O Routing uide.
F.
otices to 3ariners
H.
autical lmanac
(Note to Students ; of the ao/e #ist shou#d e se#e%ted stating more than ; i## on# resu#t in the first ; of our ansers eing mared SQ67 The first ; on the ao/e #ist are %onsidered the est fit for this 0uestion)
(c)(i)
To *alculate at "hat range the vessel "ould first be seen
From the )hart
*harted /levation1HE m ominal Range
1H miles
From Luminous Range Diagram
The !uminous Range is "9.: mi#es
From the Geographical Range Diagram
The $eographi%a# Range is & 32.9 (a%tua## 32.' mi#es)
Ta#ing the least of the t"o%
The !ight ou#d first e seen at an estimated range of "9.: mi#es
(c)(ii)
The arro indi%ates the approximate dire%tion of a %urrent in restri%ted aters.
The figure indi%ates the strength of the %urrent i.e. a rate of 4.; nots.
Q5
(a)
10 circumstances "hen the 3aster should be called are!
•
if restricted visibility is encountered or e-pected;
•
if traffic conditions or the movements of other ships are causing concern;
•
if difficulties are e-perienced in maintaining course;
•
on failure to sight land% a navigation mar# or obtain soundings by the e-pected time;
•
if% une-pectedly% land or a navigation mar# is sighted or a change in soundings occurs
•
of brea#do"n of the engines% propulsion machinery remote control% steering gear or any essential navigational e@uipment% alarm or indicator;
•
if the radio e@uipment malfunctions;
•
in heavy "eather% if in any doubt about the possibility of "eather damage; if the ship meets any ha zard to navigation% such as ice or a derelict;
•
if any vessel security concerns arise;
•
in any other emergency or if in any doubt (*hec#list :1E : /dn 6 '00F)
(b)
2i- items of e@uipment to be chec#ed prior to entering fog are!
•
radar% R or other plotting facilities
