Outline the purpose of M Notices?
Marine Guidance Notes (MGNs) set out important advice, guidance and strong recommendations about best practice relating to the improvement of the safety of shipping and of life at sea, and to prevent or minimise pollution from shipping
Merchant Shipping Notices (MSNs) are used to explain, form part of, or convey mandatory information about UK maritime legislation
Marine Information Notes (MINs) contain less important time-limited information and changes of addresses
Describe contents of weekly notices to mariners?
- Explanatory Notes
- Publications List
- ADMIRALTY Notices to Mariners
- Updates to Standard Nautical Charts
- Reprints of NAVAREA I Navigational Warnings
- Updates to ADMIRALTY Sailing Directions
- Updates to ADMIRALTY List of Lights and Fog Signals
- Updates to ADMIRALTY List of Radio Signals
- Updates to Miscellaneous ADMIRALTY Nautical Publications
- Updates to ADMIRALTY Digital Services
List publications required - NP 100 Annex A for list (14 listed)
- International Code of Signals (International Maritime Organization IMO)
- International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, Volume III
- The Mariner’s Handbook (NP100)
- Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes
- ADMIRALTY Notices to Mariners (UKHO)
- ADMIRALTY Notices to Mariners - Annual Summary (NP247) Parts 1 and 2 (UKHO)
- ADMIRALTY Lists of Radio Signals (UKHO)
- ADMIRALTY List of Lights (UKHO)
- ADMIRALTY Sailing Directions (UKHO)
- Nautical Almanac (UKHO)
- Navigational Tables
- ADMIRALTY Tide Tables (UKHO)
- ADMIRALTY Tidal Stream Atlases (UKHO)
- Operating and maintenance instructions for all navigational aids carried by the ship Notes
- In the case of publications listed above. only those parts of the publication which are relevant to a ship’s voyage and operation need be carried
- Navigational Charts Up-to Date
Reporting of new soundings (Any chart inaccuracy), Reporting Dangers to Navigation (dangers that need to be reported)?
Submit Hydrographic Note (Form H102) to UKHO
Info to be included in H102 report?
- Date
- Name of ship or sender
- IMO number
- Address and general locality
- E-mail / Tel / Fax of sender
- Subject
- Position – Latitude/Longitude/GPS/Datum/Accuracy
- ADMIRALTY Charts affected – Edition
- Latest Weekly Edition of Notices to Mariners (NMs) held
- ENCs affected
- Latest update disk applied
- Make, model and or age of ECDIS if applicable
- Publications affected (AENP / DP number, edition number)
- Date of latest supplement/update, age & Light List number etc
- Details of anomaly / observation
- Name of observer / reporter
GNSS
Availability
Accuracy
Sources of Error
- Continuous-there are limiting latitudes with some suppliers however
- <10m if DGPS used
- Solar Storms varying ionisation of upper atmosphere
- Malicious or accidental signal interference
- Error in inputting ground Station data
- Low number of satellites above horizon
- Satellite error due to extreme solar radiation
Celestial Observations
Availability
Accuracy
Sources of Error
- As for as cloud cover permits & horizon visible
Twilight- Stars, Planets
Daytime -Sun, Moon, Venus - If good conditions - < 1nm
• Sextant errors • Data Collection errors • Chronometer errors • Variations in refraction affecting horizon or objects • User errors in observing objects
Terrestrial
Availability
Accuracy
Sources of Error
- When in sight or radar range of land where prominent objects can be identified relative to charts
- 0.1nm in good conditions
- Misidentification of features
- Observation errors
- Compass errors
- Inaccurate charting of features
- Inaccurate transfer of bearings due to incorrect current / leeway applied
- Incorrect course and for speed applied when running up ranges & bearings
- Unknown errors in ranges & bearings
- Inaccurate measurements of radar ranges & bearings
AIS Functions?
Collision Avoidance:
- Is an additional source of Navigational Information. Does not replace but supports nav systems.
- Changes in vessels heading and/or course, for example, immediately apparent.
- Clutter, target swap as ship pass close by are problems with radar, not with AIS
- Target loss following a fast manoeuvre, doesn’t affect AIS
- Also assists the identification of targets
Search & Rescue:
- Enables the direct presentation of the position of the vessel in distress
- For ships not equipped with AIS, OSC can create a virtual AIS target
- Allows SAR assets to easily track each other to aid situational awareness
Aid to Navigation:
- Real AIS – Aid to Navigation is physically located at the aid to navigation
- Virtual AIS – May be established to mark areas where navigation features change frequently and would require dynamic marking
Vessels Reporting:
Reduces the workload of the watchkeeper by automatically providing coastal stations with the information required under mandatory of voluntary reporting schemes, as well as for VTS purposes. Essential this information is kept up to date.
Parallel indexing techniques, precautions?
o The identity of fixed objects
o The radar’s overall performance
o The gyro error and accuracy of the heading marker alignment
o That parallel index lines are correctly positioned on a suitable display
o The accuracy of the variable range marker, bearing cursor and fixed range rings
Which chapter of STCW deals with principles to be observed in keeping a Navigational Watch?
Chapter VIII – Standards Regarding Watchkeeping
State the Minimum Hours of Rest?
- 10 hours in any 24-hour period;
- 77 hours in any 7-day period
- Hours of rest may be divided into no more than 2 periods, one of which should be at least 6 hours long, and the interval in between should not exceed 14 hours
- Parties may allow exceptions from the required hours of rest above provided that the rest period is not less than 70 hours in any 7-day period. Exceptions from the weekly rest period provided above shall not be allowed for more than two consecutive weeks. The intervals between two periods of exceptions on board shall not be less than twice the duration of the exception.
- The hours of rest provided above may be divided into no more than three periods, one of which shall be at least 6 hours in length and neither of the other two periods shall be less than one hour in length. The intervals between consecutive periods of rest shall not exceed 14 hours. Exceptions shall not extend beyond two 24-hour periods in any 7-day period.
Factors to establish safe bridge manning?
Frequency of port calls, length and nature of the voyage; Trading area(s), waters and type of operations in which the ship or vessel is involved and any special requirements of the trade or operation;
Navigational duties and responsibilities as required by STCW 95 including the following:
Plan and conduct safe navigation;
Maintain a safe navigational watch;
Manoeuvre and handle the ship in all conditions and during all operations;
Safely moor and unmoor the ship;
Maintain safety while in port
State the specific responsibilities of EACH of the following when operating together as a bridge team:
Master
Pilot
OOW
Master. Considers any amendments to the passage plan suggested by the Pilot. In Command, makes executive decisions about the conduct of the passage. Monitors performance of the Pilot, assessing the validity of the Pilot’s advice. Monitors performance of the OOW, assessing the validity of information provided. Monitors performance of Ratings. May delegate conduct of the passage to the Pilot, but retains overall responsibility.
State the additional responsibilities of the OOW, when the Master is not present on the bridge during pilotage?
OOW becomes the Master’s representative and assumes the responsibilities stated above. Informs the Master of progress as required. Informs the Master if there is any concern as to the conduct of the passage.
State the current MCA guidance on the testing of Heading Control Systems?
- In areas of high traffic density, in conditions of restricted visibility and in all other hazardous navigational situations where heading and/or track control systems are in use, it shall be possible to establish manual control of the ship’s steering immediately
- In circumstances as above, the officer in charge of the navigational watch shall have available without delay the services of a qualified helmsperson who shall be ready at all times to take over steering control
- The changeover from automatic to manual steering and vice versa shall be made by or under the supervision of a responsible officer
- The manual steering shall be tested after prolonged use of heading and/or track control systems, and before entering areas where navigation demands special caution
With reference to Master/Pilot information exchange, list FIVE items that should immediately be provided prior to commencement of pilotage: (i) from the Master to the Pilot; (ii) from the Pilot to the Master?
Ship’s head, speed, engine setting.
Pilot Card, vessel’s dimensions, bulbous bow, thrusters, draught, displacement, air draft, manoeuvring characteristics, anchor details, type and cable length.
Defects of Bridge equipment and machinery.
Intended Passage Plan to Berth.
Pilot’s LSA.
Identity.
Passage Plan to berth; speed variations, areas of shallow water or other features requiring particular care, tide and / or current conditions, weather conditions, use of tugs and mooring boats, berth and side alongside, mooring pattern.
New hazards to navigation; shoals, wrecks, special operations.
Traffic expected, particularly dredgers, restricted craft, deep draught vessels.
New local regulations affecting the passage, reporting requirement
Dangers of misaligned heading marker and procedures to check and rectify?
- Dangerously misleading interpretation on collision avoidance situations
- Check that the heading marker is aligned with the true compass heading of the ship
- Ensure that the heading marker line on the display is aligned with the fore-and-aft line of the ship. This is done by selecting a conspicuous but small object with a small and distinct echo which is clearly identifiable and lies as near as possible at the edge of the range scale in use. Measure simultaneously the relative visual bearing of this object and the relative bearing on the display. Any misalignment must be removed in accordance with the instructions in the equipment manual.
Adjustment of the heading marker should not be carried out:
- When alongside a berth by using the berth’s alignment.
- Using bearings of targets which are close to the vessel, not distinct or have not been identified with certainty both by radar and visually
Objectives of AIS?
- Safety of Life at Sea
- Safety and Efficiency of Navigation
- Security of Vessels and Port Facilities
- Protection of the Marine Environment
List TWELVE factors that should be taken into account when planning for a choice of a landfall position?
- Availability of Navigation Aids during approach.
- Availability of celestial observations during approach.
- Probable visibility.
- Ranges of available lights.
- Probability of other lights which may obscure navigational lights.
- Availability of radar targets for position fixing.
- Height and profile of coastal features.
- Strength and direction of tidal streams.
- Strength and direction of currents.
- Strength and direction of prevailing winds.
- Availability of large scale charts.
- Water depths in the area.
- Available methods for ascertaining and monitoring position.
- Ease of identifying features of shoreline.
- Probable traffic density.
- Probable time of day of landfall.
- Probability of ice in the area.
- Nature of coastline, ease of identifying landfall.
- Currency of relevant publications.
Discuss SIX important factors to be taken into account when choosing a safe anchorage?
- Availability of recommended anchorage from relevant publications. Recommended anchorage will have been carefully surveyed and should be most suitable.
- Depth of water. Must be adequate for the vessel’s draught at all states of the tide, and over the whole area of the swinging circle. Must not be too deep for recovery of the anchor.
- Extent of area available which is clear of obstructions. Must be sufficient for the swinging circle of radius equal to the full scope of cable and ship’s length plus a margin of safety.
- Nature of sea bed. This will govern holding ability of anchor.
- Probable weight on the anchor. Governed by the windage and underwater form of the vessel, and the anticipated wind, tidal streams and currents.
- Shelter by land from prevailing winds. Governs anticipated forces experienced.
- Availability of marks for position fixing during approach and while at anchor.
- Readily identifiable marks in appropriate directions will improve precision of approach and of position monitoring.
- Length of anticipated time at anchor, governs: Number of tidal cycles. Variability of wind, tidal stream and current experienced.
- Position with regard to traffic movement. Anchored vessel should not obstruct traffic.
Advection Fog?
Advection carries air over a sea surface with a temperature lower than the dew point temperature of that air.
Sea Smoke?
The surface layer of the air is cooled below its dewpoint temperature and condensation occurs in the surface layer as fog.
