Chief Mate Written Prep

Handout
 Time Management Guidance

Exam Technique

Topics Frequency

General SQA rules & Guidance

General Guidance on Exam Workings

Past Papers & Solutions

Table of Contents

Table of Contents ............................................................................................................................ 3

Time Management Guidance ........................................................................................................... 4

Exam Technique............................................................................................................................. 10

Topics Frequency in MCA Exam Papers .......................................................................................... 14

General SQA rules & Guidance ...................................................................................................... 16

General Guidance on exam workings............................................................................................. 18

MCA Past Papers and Solution........................................................................................................ 20

March 2024 .................................................................................................................................................23

February 2024 ............................................................................................................................................34
November 2023 ..........................................................................................................................................47
October 2023..............................................................................................................................................57
July 2023 .....................................................................................................................................................66
March 2023 .................................................................................................................................................75
November 2022 ..........................................................................................................................................88
October 2022............................................................................................................................................102
July 2022 ...................................................................................................................................................117
March 2022 ...............................................................................................................................................128
December 2021 ........................................................................................................................................142
October 2021............................................................................................................................................153
July 2021 ...................................................................................................................................................161
Time Management Guidance
Year:
Course Planner
Insert Month Deadlines, significant dates, things to anticipate
as appropriate

October Example: Date of first class? Date of first tutorial?

November

December Example: Date of the start of the holidays?

January Example: What date do you return to college?

February

March

April What date is the MCA Exam? Any classes scheduled at the end of the month?

May

June
MONTHLY PLANNER for month: ________________________
Mon Tue Wed Thurs Fri Sat Sun

Weeks
Write in deadlines. Balance study time with social time. Date:

5
Weekly Planner

Mon Tue Wed Thurs Fri Sat Sun Thoughts & Notes

8 am

9 am

10 am

11 am

12 am

1 pm

2 pm

3 pm

4 pm

5 pm

6 pm

7 pm

8 pm

9 pm

10 pm
REVISION CHECKLIST (Navigation)
Lecture Notes Revised /
TOPICS
attended written up Recalled
Bridge/passage management

Great Circle

Weather/Ocean routing

Nav MGN's/publications

Celestial/GPS Discussion

Celestial Calculation

Radar plot

TRS

Rendezvous

Co tidal. Tidal Stream

Tide Secondary port

Great Circle - Limiting Lat

Great Circle - distance off

SAR

SAR Relative Velocity

Electronic Navigation Systems

Fog forecasting

Ice Navigation

Tide Neaping

TSS
 Lecture Notes Revised /
TOPICS
attended written up Recalled
Mercator Sailing, + Waypoint

Routing Chart

Tide Standard port

ECDIS

GMDSS

Radar. Parallel Index.

Time

Study Tasks (e.g. library research, study group meetings, practice past papers, etc.).
Mark the priority of each as high, medium or low:

 
 
 
 
Exam Technique
To pass any examination you must:

• Have the knowledge.

• Convince the examiner that you have the knowledge.
• Convince him within the time allowed.

1. Read the whole paper through.

Do not dive in. By reading the whole paper through, checking that you have the necessary data sheets /
worksheets, you give yourself time to settle. You also gain confidence because you realise that there are
questions that you can do well.
Reading the paper through will show whether the data sheets need to be read to answer more than one
question, so a single read of the data sheets will give you the information for more than one question.
Checking the worksheets may also give a clue as to the required answer. If a worksheet of a gnomonic
chart is supplied, for you to show a proposed route, then the route must be relevant to a great circle.
Reading the paper through allows you to determine which are the easier questions and/or questions that
you are confident in gaining good marks. Leave the difficult questions until the end. It is far better to
run out of exam time whilst answering a question that you probably wouldn’t get many marks for than
spending so long answering a difficult question that you did not have time to answer your favoured
questions.
If you have read the whole paper through, whilst you are answering a question your subconscious is
working on the other questions. (Similar to the way a person’s name will suddenly spring to mind after
you have given up trying to remember it.)

2. Answer the question.

Apart from ignorance, failure to answer the question is undoubtedly the greatest bar to success. No
matter how often students are told, they always seem to be guilty of this fault. The ‘stem’ (introductory
paragraph) of the question is critical. This states the topic of the question and all answers must relate
and pertain to that topic. If the stem of the question is Offshore Exploration areas and the actual
question requires information regarding Passage Planning, then the required answer is about Passage
Planning aspects particularly relevant to passing through an area of offshore exploration. Read the stem
and question carefully. If you are asked about ‘restricted waters’, don’t talk about ‘restricted
visibility’. If you are asked to state the meteorological signs of a TRS don’t state the conditions
necessary for the formation of a TRS. You can write a hundred pages of brilliant exposition, but if it
isn’t in answer to the set question you will be given no more marks than if you had written a paragraph
of utter drivel.
To ensure that you answer the question, develop the following habits:

a) Read the question carefully.

b) Decide what the examiner wants.
c) Underline the nub of the question.
d) Do just what the examiner asks.
e) Keep returning to the question as you work on the answer.
f) Ensure you answer all the elements of the question.

3. Put your ideas in logical order.

It is quicker, more accurate and gives a greater impression of competence if you follow a pre-determined
logical path instead of jumping about from place to place as ideas come to you.

4. Maximise the points you make.

Examiners are more impressed by a solid mass of points than an unending development of one solitary
idea, no matter how sophisticated and exhaustive. Do not allow yourself to become bogged down with
your favourite hobby-horse.

5. Allocate your time.

Marks allocated to the question often bear a close relationship to the time needed for an appropriate
answer. Consequently, the time spent on a question should be in proportion to the marks. Divide the
total exam marks into the total time for the exam (less planning time) to obtain a ‘minutes per mark
figure’, and then allow that many minutes per mark of each individual question.

6. Attempt all questions asked for.

Always remember that the first 50% of the marks for any question is the easier to earn. Unless you are
working in complete ignorance, you will always earn more marks per minute while answering a new
question than while continuing to answer one that is half done. Consequently, you can earn more marks
by half completing two answers than by completing either one alone.

7. Don’t show your ignorance.

Concentrate on displaying your knowledge not your ignorance. There is almost always one question
which you need to attempt and that you are not happy about. In answer to such a question put down all
you do know, leave it there and devote the unused time to improving some other answer. Certainly, you
will not get full marks by doing this, but nor will you fill your page with nonsense. By spending the saved
time on another answer, you will stand the chance of gaining the odd mark or so.

8. If time runs out.

What should you do if you find that time is running out? The following are the recommended tactics:

a) If it is a mathematical answer, do not bother to work out the figures. Show the examiner by
means of your layout that you know what steps need to be taken and which pieces of data are
applicable. He is very much more concerned with this than with your ability to calculate.

b) If it is an essay type answer, put down the remainder of your answer in the form of notes. It is
surprising what a large percentage of the marks allocated to the question can be obtained by a dozen
terse but relevant notes.

c) Make sure that every question and question part has some answer, no matter how short, that
summarises the key elements.

d) Don’t worry. Shortage of time is more often a sign of knowing too much rather than too little.

9. Avoid panic but welcome nerves.

“Nerves” are a great aid in the exam room. Being nervous enables you to work at a much more
concentrated pitch for a longer time without fatigue. Panic on the other hand, destroys your
judgement.

To avoid panic:

a) Know your subject (this is the best panic killer).

b) Give yourself a generous time allowance to read the paper. Quick starters are
usually poor performers!

c) Take two or three deep breaths.

d) Concentrate simply on maximising your marks. Leave considerations of passing or failing until
afterwards.

e) Answer the easiest question first; it helps to build up self-confidence.

f) Do not let first impressions of the paper upset you. Given a few minutes, it is really amazing
what one’s subconscious will throw up. It is often only the unfamiliar presentation of data that may
make the question look difficult; once you have examined it carefully it is likely to be a familiar question
in a different disguise.
Topics Frequency in MCA Exam Papers
General SQA rules & Guidance
SQA Examination Grading and Criteria. (Updated Feb 2022 from SQA Website)

SQA exam results are graded from 1 – 10 as follows:

Grade Number Percentage Marks

1 80 – 100
2 70 – 79
3 65 – 69
4 60 – 64
5 55 – 59
6 50 – 54
7 45 – 49
8 40 – 44
9 30 – 39
10 0 – 29

An overall pass mark of 60% (Grade 4) is required to achieve a pass in this examination.

Exam results are normally dispatched within 8 weeks of the date of the last exam of the course.

Effective from the July 2021 examination diet, a pass (grade 4 and above) in either Navigation or
Stability and Structure, will be valid for 3 years towards an MCA Certificate of Competency as per MSN
1856.

SQA cannot provide individual feedback to candidates. Candidates should contact their exam centre as
general feedback from markers is sent by e-mail to centres after results are published for all
examinations.

There is no appeal process as the MCA examiner’s decision is final.

Candidates can however request an administrative check of their workbook (£25). This is NOT a re-mark.
The addition of the marks inside the workbook is checked, making sure all pages have been marked and
marks correctly transferred to front cover of workbook. The request for an administrative check must be
made within 8 weeks of the results being issued.
General Guidance on exam workings
 Navigation Topic MCA Guidance
Show all calculations and
All Formulae used must be stated and show all calculations and
1 all intermediate steps
intermediate steps for questions
when calculating
Positions given by No penalty for missing words Latitude & Longitude in Answer as
2
students in answer long as it is clear which is which.
Seasonal Correction Interpolation not required - Jan is Jan and Feb
3 Seasonal corrections
is Feb etc.
Height of Bridge/
4 obstruction in chartwork HAT to be used unless question specifies MHWS
questions
Tidal curves used by
No penalty to students if the hours before/ after HW is not
5 students to solve
inserted in the given boxes
questions
A Visual Interpolation should be acceptable. No need for any
Interpolation between
6 workings; it is also acceptable if percentage of Spring tide is used.
Spring and Neap tides
Plane, Mercator and GC should be calculated using minimum 5
Calculations of courses
decimal points. Answer given to 1 decimal point.
7 and distances using
trigonometric function
Courses are to be presented in half degrees as ½ or 0.5
Using Meridional Parts for
No Interpolation of MP's required; use the Meridional Part for the
8 Mercator Sailing
nearest minutes for the Latitude.
questions
While calculating Sun rise/ set and twilights for a day,
Calculating Sun Rise/ Sun
9 interpolation between different days is not required as the
Set/Twilights
inaccuracy is not significant for the purpose.
10 Amplitude Calculation Sun rise/ set calculations should be shown.
Sunset/Sunrise/Twilights Mathematical interpolation is acceptable instead of the use of
11
Latitude Interpolation Interpolation tables (Table 1)
MCA Past Papers and Solution
March 2024

All questions refer to a 4000 TEU container ship on passage from Port Canaveral, Florida,
USA, to Brest, France, and Lowestoft-England. Service speed 18.5 knots.

1. The ship will depart Port Canaveral on 6th December. The Charterer requires that the ship loads the
maximum cargo and undertakes the shortest permissible ocean passage at Service Speed.

The ocean passage will be:

Port Canaveral Pilot Station: 28°25'N 80°30'W ('Summer' loadline zone); to

Brest Pilot Station: 48°20'N 04°40'W ('Winter' loadline zone).

The ship must consume 180 tonnes of fuel at 40 tonnes per day prior to entering the 'Winter' zone at
latitude 36°00'N.

(a) Calculate EACH of the following:

(i) the required distance to consume the 180 tonnes of fuel; (6)

Distance:
180 / 40 = 4.5 days x 24 = 108 hrs x 18.5 = 1998 nm

(ii) the position at which the ship can enter the 'Winter' zone; (25)

sin 90-PA = cos PV x cos AV

cos AV = sin 90-PA / cos PV
cos AV = sin 28°25' / cos (90-36)
Distance AV = 2156.5nm

Distance is more than what is required to consume the fuel, therefore route should be a great circle of a
distance 1998 nm to the limiting latitude followed by another direct great circle till destination.

Position of entry on the limiting latitude:

cos dist = (cos dlong x cos Lat A x cos Lat B) + (sin Lat A x sin Lat B)
cos dlong = (cos dist – (sin Lat A x sin Lat B)) / (cos Lat A x cos Lat B)
cos dlong = (cos 33.3° – (sin 28°25' x sin 36°)) / (cos 28°25' x cos 36°)
dlong = 38° 35.9 E
Long V = 080° 30’ W - 38° 35.9 E = 41° 54.1 W

Position of entry to winter zone = 36° 00’N 041° 54.1 W

(iii) the total distance of the ocean passage.

(10)
Dlong from entry to winter zone until destination:
041° 54.1 W - 004°40'W = 037° 14.1’ E

Distance from entry to winter zone until destination:

cos dist = (cos dlong x cos Lat A x cos Lat B) + (sin Lat A x sin Lat B)
cos dist = (cos 037° 14.1’ x cos 36° x cos 48°20') + (sin 36° x sin 48°20')
Dist = 1791.3nm
Total distance = 1998 + 1791.3 = 3789.3 nm

(b) The ocean passage commences at 1915 hours, Standard Time, 6th December. The Charterer requests
an accurate ETA for the ship's arrival at Brest. Inspection of the North Atlantic Routeing Chart indicates:
• the Gulf Stream will increase the speed made good x 1.0 knot for 600 n.miles after departing Port
Canaveral;
• the North Atlantic current will increase the speed made good x 0.5 knot until the ship enters the
'Winter' zone;
• the remainder of the ocean passage will require the ship to cross the Azores and Portugal currents,
reducing the speed made good by an estimated 0.3 knot.

Calculate the ETA at Brest, local time. (12)

Steaming time for the first 600 nm:

600 / (18.5+1) = 1d 6h 46m

Steaming time until the ship enters the winter zone:

(1998 – 600) / (18.5 + 0.5) = 3 d 1h 35m

Steaming time for the remainder of the passage:

1791.3 / (18.5 – 0.3) = 4d 2h 25m

Total Steaming time = 1d 6h 46m + 3 d 1h 35m + 4d 2h 25m = 8d 10h 46m

ETD Ship ST: 6th Dec 1915 ST

Time Diff: + 0500
ETD Ship UT: 7th Dec 0015 UT
Steaming time: 8 days 1046
ETA Cont. UT: 15 Dec 1101 UT
Time Diff: + 0100
ETA Cont. ZT: 15th Dec 1201 LT (Summer time not in effect on this date)
2. At 0112 hours UT, 13th December, a yacht master transmits a message that they are abandoning their
craft in DR position 44°45'N 20°30'W and taking to the liferaft.

No further communication is established.

The Maritime Rescue Coordination Centre (MRCC) at Falmouth, UK, assumes the responsibility for the
Search and Rescue operation and appoints 'own ship' as the On-Scene Coordinator (OSC).

(a) State EIGHT duties of the OSC. (16)

Operations:
Receipt of operation plan if compiled by MRCC.
Scrutiny of the plan and negotiating amendments if necessary.
Planning of the operation if not done by MRCC.

Implementation of the plan:

Coordination of the vessels taking part in the operation.
Monitoring of the operation and changing the plan if required.

Record keeping:
Reporting progress routinely and significant events.

Communications:
With vessels on scene.
With MRCC.
With other vessels in the vicinity.

Participation in the operation, if practicable.

Navigation.
Lookout by all means available.
Receipt and treatment of survivors if relevant.

(b) The Ocean Routeing Chart indicates that the predominant current sets 115°T x 1. 8 knots. The
present weather conditions are SW' ly wind, Force 6, rain showers, moderate visibility.

The MRCC reports that the yacht certification shows that the yacht is equipped with a standard enclosed
liferaft. No information is available whether the yacht crew have deployed the liferaft drogue.

With reference to Datasheet Q2, determine, by plotting or other suitable means, EACH of the following:

(i) set and rate of drift of the liferaft if the drogue has been deployed; (6)
From the diagram, Liferaft wind Leeway = 0.8 kts, drifting NE
Current sets 115° x 1.8 kts
From plot set 095° rate 2.2 kts

(ii) set and rate of drift of the liferaft if the drogue has not been deployed. (6)
From the diagram, Liferaft wind Leeway = 1.7 kts, drifting NE
Current sets 115° x 1.8 kts
From plot set 081° rate 2.9 kts
(c) Own ship will arrive on-scene at 0715 hours UT and two other ships report that they will also be on
scene at 1030 hours UT.

State, giving reasons, which search pattern(s) would be considered the most appropriate commencing at:

(i) 0715 hours UT; (6)

As own ship will be the only ship on scene, the search pattern should be one which is suitable for only
one ship, this maybe an expanding square search pattern or a sector search pattern.

(ii) 1030 hours UT. (6)

With more ships on scene, including own ship, the most suitable pattern will be a parallel search pattern
with three ships.

(d) If an initial search fails to locate a distressed craft, outline how EACH of the following may be used to
re-evaluate the datum position:

(i) Current Rose Chart; (5)

Current roses provide information about the frequency and speed of ocean currents in specific regions.
By analysing these patterns, we can assess the variability of currents in an area. Additionally, they help
estimate the potential movement range for a person or object caught in those currents.

(ii) Vector Mean Current Chart. (5)

The vector mean summarizes the average of observed current directions and speeds within a specific
location and time interval. It provides insights into the long-term movement patterns and is useful for
estimating the average drift of objects like derelicts.
3. The intended passage through the Dover Straits is to use the NE traffic lane, commence leaving the
lane when the MPC buoy is abeam, cross the SW traffic lane and join the Traffic Routeing Scheme for
northbound traffic.

The onward passage to Lowestoft requires the ship to transit Traffic Routeing Schemes through areas of
offshore exploration and exploitation.

Datasheet Q3(1) is provided for reference.

The Master chairs a meeting with the Bridge Team to discuss the intended passage.

(a) The planned track and MPC buoy are shown on Datasheets Q3(2) and Q3(3).

The ETA at position 50°45'N 01°20'E is 2200 hours UT 21st December.

The Voyage Plan specifies that the Dover Straits transit will be at 'Full Ahead' engine speed 15.0 knots.

Summarise the tidal stream and its influence on the ship's course and speed during the 2-hour transit of
the Dover Straits Traffic Routeing Schemes. (25)

Dover on 21st December:

0614 1.2
1058 6.4
1835 1.1
2332 6.6

Mean range for the day = ((6.4-1.2) +(6.4-1.1) +(6.6-1.1))/3 = 5.3 (Intermediate range, more towards
spring range)

From 2200 till 2300 – 1 hr before HW

From 2300 till 2400 – HW

Remark:
1 hr before HW should start at 2202 till 2302, however it is acceptable within the context of this
question to ignore these 2 minutes for simplicity.
2200 till 2300:
Tidal stream generally in the same direction of the course creating a favourable effect on the ship’s
speed adding about 1 to 1.5 kts to the ship’s speed. Lateral movement is minimal throughout this first
hour with a slight drift to starboard from the course line.

2300 till 2400:

For the first 45 minutes, tidal stream in the same direction as the ship’s course with increased strength
ranging from about 2 to 2.4 kts expecting to increase the ship’s ground speed with no lateral movement
and no significant drift expected from the course line. For the remaining 15 minutes (About 2345 till
2400) after the course alteration, the ship should experience significant beam tidal streams up to about
2 kts crating substantial drift to starboard from the course. This will require compensation to port side to
maintain the course in addition to the use of robust position monitoring methods.

(b) Outline TEN navigation and watchkeeping considerations, specifically pertaining to transiting areas of
offshore exploration and exploitation, that the Master should discuss with the Bridge Team. (20)

Any ten of the following:

1. Bridge Team composition.

2. Respect all Safety Zones and Fairways. (MSN 1290).
3. Highlight ‘safety zones’ and ‘no go areas’
4. Safe speed.
5. Manual steering / 2nd steering motor. (SOLAS Regs 24 & 25, Annex 18)
6. Reporting requirements.
7. Equipment checks prior to entering.
8. Appraise ‘focal points’ of heavy traffic density.
9. Limited sea room for collision avoidance.
10. Ensure Navigation Warnings are up to date, particularly ‘rig moves’.
11. Radar range scale.
12. Use of appropriate publications and largest scale chart.
13. Contingency plans for restricted visibility or emergency must consider the possible restrictions on
the use of anchors.
14. Position fixing from charted, fixed objects. Care taken to identify the different installations (AIS
now fitted).
15. Position fixing frequency.
16. Position fixing method.
4. The exchange of information between the Master and the Pilot contributes to the safety of navigation
within pilotage waters.

(a) State the purpose of the Pilot Card. (10)

The purpose of the Pilot Card, filled out by the ship's master, is to provide critical information about the
ship's current condition, specifically regarding:

Loading: These details how the ship is loaded, which can affect its handling and stability.
Propulsion and Manoeuvring Equipment: This includes details on the engines, thrusters, rudders, and any
limitations or quirks in their operation.
Other Relevant Equipment: This might encompass information on navigation equipment or anchor
systems that the pilot should be aware of.

By providing this information upfront, the pilot can quickly gain a good understanding of the ship's
handling characteristics and make informed decisions while navigating the vessel in and out of port. This
helps ensure a safe and efficient operation.

(b) On arrival at the Bridge and prior to any discussion regarding the inbound passage, the Master and
Pilot must exchange information.

State EACH of the following:

(i) FIVE items of information that should immediately be provided by the Master to the Pilot; (10)

1. Pilot Card - This provides an overview of the ship's static characteristics and capabilities even
before boarding. This includes:
• Vessel's dimensions (length, breadth, draft)
• Bulbous bow (if present)
• Displacement (weight of water displaced by the ship)
• Air draft (vertical distance from waterline to highest point)
• Anchor details (type and cable length)

2. Ship’s head, speed, engine setting. This is current information about the ship's operating state
relevant for immediate piloting decisions.
3. Defects of Bridge equipment and machinery. The pilot needs to be aware of any limitations or
malfunctions that could affect navigation.
4. Intended Passage Plan to Berth. This is the planned route the pilot will take to manoeuvre the
ship to its destination.
5. Pilot's LSA (Life-Saving Appliances) - Though not directly related to the ship itself, this might be
included as a reminder or reference for the pilot in case of emergencies.

(ii) THREE items of information that should immediately be provided by the Pilot to the Master. (6)

Any three of the below:

1. Passage Plan to berth: This includes details like speed variations, areas requiring caution (shallow
water, features), tide/current conditions, weather, tug/mooring boat use, berth side, and
mooring pattern.
2. Traffic expected: Identify potential encounters with dredgers, restricted craft, or deep-draft
vessels that might impact your passage.
3. New hazards to navigation: Be aware of newly emerged dangers like shoals, wrecks, or special
operations that weren't previously charted.
4. New local regulations: Stay updated on any changes in local regulations affecting your passage,
including reporting requirements.
5. Identity: While important, vessel identification comes last as it's less crucial for immediate
passage planning and navigation.
(c) The Pilot advises the Master that own ship will need to overtake a small vessel whilst transiting the
entrance channel. Current MCA guidance outlines the cause, effects and dangers of Interaction.

Explain, with the aid of diagrams, the cause and effects of Interaction for EACH of the following
situations:

(i) bow of own ship approaching stern of the small vessel; (10)

As own ship is moving forward, a high-pressure wave is created at the bow of own ship. As own ship
approaches the stern of the other vessel, its forward pressure zone will act upon the stern of the other
vessel which will have two effects, one is to produce a temporary increase in her speed and two is to
produce a side force on the rudder causing the other vessel to want to sheer across the bow of own
vessel. Additionally, the bow of own vessel may be drawn to the stern of the other vessel due to the
imbalance of the pressure zones.

(ii) own ship abeam of the small vessel. (6)

When the two vessels are abeam and their two bows are abeam of each other, the now combined
positive pressure zone forward of the two vessels will cause their bows to turn outwards which may
require corrective actions. The suction between the two vessels caused by the combined negative areas
(middle and towards the stern) is present for a much longer time then when the vessels are meeting
therefore care must be taken to ensure that the sterns are not drawn towards each other.

(d) Outline FIVE factors to consider if one ship is to overtake another in restricted waters, to reduce the
dangers of Interaction. (10)

Visibility and Weather:

Ensure good visibility in all directions. Overtaking in fog, heavy rain, or limited daylight drastically
increases risk.
Consider wind and current. Strong winds or currents can push ships off course during manoeuvres.

Available Space:
Restricted waters often have limited space. Assess the width and depth of the channel to ensure safe
passage for both vessels.
Account for the size and manoeuvrability of both ships. A larger overtaking vessel needs more space.

Traffic Regulations:
Restricted waters often have specific overtaking rules. Refer to local regulations and signage to
determine overtaking procedures and any designated overtaking zones.
Maintain communication with Vessel Traffic Service (VTS) if operational in the area.

Communication and Coordination:

Establish clear communication with the overtaken vessel. Use VHF radio to announce intentions and
confirm manoeuvres are understood.
Agree on a safe passing distance and ensure the overtaken vessel is aware of your position and
overtaking intentions.

Equipment and Crew:

Ensure all navigational equipment is functioning properly. Radar and proper functioning communication
systems are crucial.
Assess the crew's experience and competency in performing overtaking manoeuvres in restricted waters.
February 2024

All questions relate to a ship charted to sail from Lyttelton, New Zealand, to lquique, Chile
and return to Lyttelton.
Speed 15.6 knots.
Daily consumption: fuel 37 tonnes per day (tpd); water and stores 3 tpd.

Q1:
The planned ocean passages are by Rhumb line between:

• Lyttelton 43° 35'S 172° 50'E

• lquique 20° 20'S 070° 20'W

(a) Calculate the ocean passage distance. (12)

Lat Lyttelton: 43°35'S MP: 2895.04S Long Lyttelton: 172°50'E

Lat lquique: 20°20'S MP: 1238.32S Long lquique: 070°20'W
Dlat: 23°15'N DMP: DLong: 116°50’E
Dlat: 1395’ N DMP: 1656.72N DLong: 7010’ E

Tan Co = Dlong / DMP = 7010/ 1656.72

Course = 076.70287°

Dist = Dlat / cos Course = 1395/ cos 076.70287°

Dist = 6065.2 nm
(b) The ship is loading at Lyttelton and is to load the maximum permissible cargo.

Estimated time of commencing the ocean passage 1330 hrs ST 8th April.

Due to loading delays the Master is concerned that the ship will not clear the Southern Winter Seasonal
Zone before the commencement of the 'Winter' season.

Determine, with reference to Datasheet Q1, EACH of the following:

(i) The distance from Lyttelton to clearing the Southern Winter Seasonal Zone. (8)

Ship to clear the Southern Winter Seasonal Zone on crossing Latitude 33° S

Lat Lyttelton: 43°35'S

Lat SWSZ: 33°00'S
Dlat: 10°35'N
Dlat: 635’

Dist = Dlat / cos Course

Dist = 635’/ cos 076.70287°

Dist = 2760.9 nm

(ii) The position that the planned passage will clear the Southern Winter Seasonal Zone. (10)

Lat Lyttelton: 43°35'S MP: 2895.04 S

Lat SWSZ: 33°00'S MP: 2086.78 S
DMP: 808.26 N

Tan Co = Dlong / DMP

∴ Dlong = Tan Co x DMP = Tan 076.70287° x 808.26 = 3419.94559’ = 056°59.9’E

Long Lyttelton: 172°50'E

Dlong: 056°59.9’E
Long clear SWSZ: 130°10.1’W

Position that the planned passage will clear the Southern Winter Seasonal Zone:

33°00'S, 130°10.1’W

(iii) The latest time, New Zealand Standard Time, to commence the ocean passage to clear the Southern
Winter Seasonal Zone before the commencement of the 'Winter' season.

Note: Assume UT applies to times and dates given on Datasheet Q1.

Passage time to clear the SWSZ = 2760.9 / 15.6 = 7 days 08 h 59 m

Comm of Winter UT: 16th Apr 0000 UT
Passage time: 7 days 0859
th
ETD NZ UT: 8 Apr 1501 UT
Time Diff: + 1200
ETD NZ ST: 9th Apr 0301 ST

(c) The ship is to load the maximum permissible cargo for the return Westbound voyage.

Determine the maximum amount of cargo that may be loaded at lquique beyond the ship's 'Winter'
loadline. (10)
Lat lquique: 20°20'S
Lat SWSZ: 33°00'S
Dlat: 12°40'S
Dlat: 760’

Course is reciprocal to Lyttelton – lquique, i.e. 076.70287°+180° = 256.70287°

Dist = Dlat / cos Course

Dist = 760’/ cos 256.70287°

Dist = 3304.3 nm

Steaming time = 3304.3 / 15.6 = 8 days 19h 49m = 8.82559 days

Total consumables per day = 37 + 3 = 40 tpd

Total weight of consumables = 8.82559 x 40 = 353.0 t

∴ Maximum amount of cargo to load beyond “Winter” loadline = 353.0 t

Q2

Outline the purpose of EACH of the following:

(a) International Convention for the Safety Of Life At Sea (SOLAS); (8)

The purpose of the International Convention for the Safety of Life at Sea (SOLAS) is to establish minimum
safety standards for the construction, equipment, and operation of ships, both passenger and cargo
vessels, to ensure the safety of human life at sea.

Key objectives of SOLAS include:

• Prevention of accidents by setting standards for ship design and operation.

• Ensuring preparedness for emergencies
• Enhancing maritime safety & Security
• Protection of the marine environment

(b) Standards of Training, Certification and Watchkeeping (STCW); (8)

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers
(STCW) aims to ensure that seafarers have the necessary training, certification, and competency to
operate at sea safely and effectively. The convention sets minimum standards for training, certification,
and watchkeeping for seafarers internationally. Its primary objectives include:

• Promoting safety at sea by ensuring that seafarers have the required training and skills.
• Creating uniform standards for training and certification across different countries, ensuring that
all seafarers meet minimum competency requirements regardless of their nationality or the flag
of the vessel they serve on. This prevents disparities in standards that could create unfair
competition or compromise safety.
• Facilitating international cooperation by providing a framework for mutual recognition of seafarer
certificates and qualifications,

(c) The Safety Management System (SMS); (8)

The purpose of the safety management system is to ensure:

compliance with the provisions of the International Convention for the Safety of Life at Sea (SOLAS),
which sets out minimum safety standards for the construction, equipment, and operation of ships.

Prevention of Pollution of the marine environment by ensuring compliance with the International
Convention for the Prevention of Pollution from Ships (MARPOL), which regulates the discharge of
pollutants from ships into the sea, including oil, chemicals, sewage, and garbage.

Safe Operation of Ships by establishing procedures and practices to ensure the safe operation of ships,
including safe navigation, cargo handling, and emergency response.

Prevention of Accidents and Incidents by Identifying and assessing potential hazards and risks associated
with ship operations and implementing measures to prevent accidents, incidents, and near misses.

Continuous Improvement by promoting a culture of continuous improvement by conducting regular

audits, inspections, and reviews of the Safety Management System to identify areas for improvement and
implement corrective actions as necessary.

compliance with all relevant international and national maritime regulations, standards, and guidelines
related to safety, security, and environmental protection.

Providing adequate training and familiarization to all personnel on board to ensure they have the
knowledge, skills, and competencies required to perform their duties safely and effectively.
Establishing procedures and plans for responding to emergencies, including fire, collision, grounding,
pollution incidents, and medical emergencies, to minimize the impact on personnel, the environment,
and the ship.

Promoting a strong safety culture throughout the organization, where all personnel are committed to
safety, actively participate in safety-related activities, and feel empowered to report safety concerns
without fear of reprisal.

(d) Master's Standing Orders; (8)

Master’s standing orders serve the following purposes:

Safety: These orders typically include protocols and procedures for various safety scenarios, such as fire
drills, man overboard situations, severe weather conditions, and emergency response procedures.

Efficiency: They outline specific duties, responsibilities, and expectations for the crew members,
ensuring that everyone understands their roles and tasks related day-to-day operations, such as
navigation, communication, maintenance, and cargo handling.

Compliance: Ships operate under various regulations and standards set forth by international maritime
organizations, flag states, and port authorities. The Master's Standing Orders often incorporate these
regulations and ensure that the vessel operates in compliance with them. This includes adhering to rules
related to navigation, pollution prevention, crew welfare, and security.

Risk Management: By establishing clear guidelines and procedures, the Master's Standing Orders help
mitigate risks associated with maritime operations. They address potential hazards and risks specific to
the vessel, its route, and the environment in which it operates. This proactive approach helps minimize
the likelihood of accidents, incidents, and operational disruptions.

Communication: The Master's Standing Orders facilitate effective communication among the crew
members. They provide a framework for conveying important information, instructions, and updates
related to the ship's operations, safety, and security. Clear communication channels are essential for
maintaining situational awareness and addressing any issues or concerns promptly.

(e) Master's Night Orders; (8)

The purpose of Master’s Night Orders is maintaining the safety and efficiency of a vessel's operations
during nighttime hours when visibility may be reduced and navigational hazards are heightened. They
help ensure that the crew remains vigilant, alert, and prepared to respond to any challenges that may
arise while at sea.

Some common elements that might be included in Master's Night Orders are:

Navigation instructions: Details on the ship's course, speed, and any planned manoeuvres during the
night.

Safety precautions: Instructions regarding navigation lights, lookout duties, monitoring of radar and
other navigational equipment, and procedures for maintaining a safe watch.

Emergency procedures: Protocols for responding to emergencies such as man overboard, fire, collision,
or adverse weather conditions.

Communication procedures: Guidelines for communication between the bridge, engine room, and other
areas of the ship, as well as communication protocols with other vessels.

Environmental considerations: Guidance on monitoring weather conditions, sea state, and visibility, and
adjusting course or speed accordingly.

Special instructions: Any additional tasks, duties, or considerations specific to the voyage or current
circumstances such as reporting to traffic systems or port authorities.
(f) International Aeronautical and Maritime Search and Rescue Manual Vol Ill (IAMSAR). (8)

The purpose of the International Aeronautical and Maritime Search and Rescue Manual for Mobile
Facilities, which is intended for carriage aboard search and rescue units, and aboard civil aircraft and
vessels, is to provide guidance to those who:

• operate aircraft, vessels, or other craft, and who may be called upon to use the facility to
support SAR operations.
• may need to perform on-scene co-ordinator functions for multiple facilities in the vicinity of a
distress situation.
• experience actual or potential emergencies and may require search and rescue (SAR) assistance.
Q3

Whilst on passage from lquique to Lyttelton the ship is to rendezvous with a yacht that requires
medical assistance.

At 1245 hrs UT 10th June the yacht is in position 37° 30'S 160° 15'W and making good course
270°T, speed 5.5 knots.

The yacht is bearing 035°T, distance 240 n.mls from own ship.

Determine EACH of the following;

(a) own course required to rendezvous with the yacht as soon as possible;
(16)

From the Plot, course is: 018.5°

(b) the Rendezvous position;

(10)

Full distance triangle method:

From the plot:
Distance to steam to rendezvous (yacht)= 72.4 nm (By measurement from plotting sheet)

Yacht steering 270°, ∴ Parallel Sailing, ∴Dlong = Dist / Cos lat = 72.4 / Cos 37° 30' = 91.3’ = 1°
31’W

Long Yacht: 160° 15'W

Dlong: 001° 31’W
Long RV: 161° 46’W

RV Position: 37° 30'S, 161° 46’W

One hour triangle method:

From the plot:
Relative speed = 18.1 kts
Steaming time = 240° / 18.1 = 13h 16m
Using the Yacht’s vector, distance to Rendezvous = 5.5 kts x 13h 16m = 72.9 nm

Yacht steering 270°, ∴ Parallel Sailing, ∴Dlong = Dist / Cos lat = 72.9 / Cos 37° 30' = 91.8’ = 1°
32’W

Long Yacht: 160° 15'W

Dlong: 001° 32’W
Long RV: 161° 47’W

RV Position: 37° 30'S, 161° 47’W

(c) the ETA UT at the rendezvous position; (8)

Full distance triangle method:

From the plot:
Distance to steam to rendezvous (yacht)= 72.4 nm (By measurement from plotting sheet)
Steaming time = 72.5 / 5.5 = 13h 11m
Comm Passage (UT): 10th June 1245
Steaming time: 1311
ETA (UT) RV: 11th June 0156

One hour triangle method:

From part (b):
Steaming time = 13h 16m

Comm Passage (UT): 10th June 1245

Steaming time: 1316
ETA (UT) RV: 11th June 0201

(d) the daylight remaining after ETA to assist the yacht.

(10)

Full distance triangle method:

ETA RV (UT): 11th June 0156

ZT RV (-W): 11
ETA RV (ZT): 10th June 1456

Sunset RV:
LMT (35S): 1655
LMT (40S): 1641
LMT (37° 30'S): 10th June 1648
LIT (161° 46’W+): 1047
UT SS RV: 11th June 0335
ETA RV UT: 11th June 0156

Time of daylight remaining: 01h39m

One hour triangle method:

ETA RV (UT): 11th June 0201

ZT RV (-W): 11
ETA RV (ZT): 10th June 1501

Sunset RV:
LMT (35S): 1655
LMT (40S): 1641
LMT (37° 30'S): 10th June 1648
LIT (161° 47’W+): 1047
UT SS RV: 11th June 0335
ETA RV UT: 11th June 0201

Time of daylight remaining: 01h34m

(e) the Relative bearing of the yacht at the time of predicted visual sighting at range 8 miles.
(4)

Relative bearing = True bearing – True Course = 035° - 018.5° = 016.5° R or G16.5°
Full Distance
Method
One hour triangle
Method
Q4

(a) ECDIS will be the primary means of navigation during the ocean passage and landfall.

State EACH of the following:

(i) FIVE ECDIS functions that are required to be fitted with an alarm; (10)

1. Crossing safety contour

2. Deviation from route
3. Positioning system failure
4. Approach to critical point
5. Different geodetic datum

(ii) SIX ECDIS functions that are required to be fitted with an indicator. (12)

1. Default safety contour

2. Information overscale
3. Larger scale ENC available
4. Different reference system
5. No ENC available
6. Crossing a danger in route monitoring mode

(b) Parallel Indexing will be utilised to assist with navigation within restricted waters.

State EIGHT precautions and checks contained within current MCA guidance when using radar
for Parallel Indexing.
(16)

General before using radar for position fixing or monitoring, the following need to be considered
and checked:
1. the identity of fixed objects,
2. tidal variations and ice can significantly alter the outline of the coast and therefore the accuracy
of position fixing and monitoring,
3. the radar’s overall performance,
4. the gyro error and accuracy of the heading marker alignment,
5. that parallel index lines are correctly positioned on a suitable display; and
6. the accuracy of the variable range marker, bearing cursor and fixed range rings.

Specific to the use of PI:

7. Some older radars may still have reflection plotters. It is important to remember that parallel
index lines drawn on reflection plotters apply to one range scale only. In addition to all other
precautions necessary for the safe use of radar information, particular care must therefore be
taken when changing range scales.

8. The use of parallel indexing does not remove the requirement of position fixing at regular
intervals using all appropriate methods available including visual bearings.

(c) Explain the movement of the Pl Reference Point and the Pl lines when Parallel Indexing on
EACH of the following modes:

(i) Ground Stabilised, Relative Motion; (8)

PI Reference point will move in a reciprocal direction to the ship ground track and at the ship’s
ground speed.
PI line will be fixed on the screen relative to the screen centre.
(ii) Ground Stabilised, True Motion. (8)

PI Reference point will be fixed and not move.

PI line will move with the vessel and hence cannot be fixed to the screen
November 2023

All questions refer to a general cargo ship on a 12 month charter between Yokohama, Japan
and Honolulu, Hawaii, USA. Service Speed 18. 5 knots.

Q1.

A Great Circle track is planned for the ocean passages, between waypoints:

• 35° 25'N 139° 45'E;

• 22° 10'N 159° 20'W.

(a) Calculate EACH of the following:

(i) The ocean passage distance; (15)

Dep: 35° 25' N 139° 45' E

Arr: 22° 10' N 159° 20' W
Dlong: 060° 55' E

cos Dist = (cos dlong x cos lat A x cos Lat B) + (sin Lat A x sin Lat B)
Dist = cos -1 (cos 060° 55' x cos 35° 25’ x cos 22° 10') + (sin 35° 25' x sin 22° 10')
Dist = 54° 09.7' = 3249.7 nm

(ii) The position of the track vertex; (15)

Initial Course:
A = tan Lat IP ÷ tan DLon 0.39552 S
B = tan Lat FP ÷ sin DLon 0.46619 N
C=A±B 0.07067 N

ICo (A) = tan-1 (1 ÷ (C x cos Lat A)) = tan-1 (1 ÷ (0.07067 x cos 35° 25’)) = 86.70370578°

PV = sin-1 (cos (90 - A) x cos ( 90 - PA)) = sin-1 (cos (3.29629422) x cos (35° 25’))
PV = 54° 27’
Lat V = 35° 33’ N

P = 90 - tan-1 (sin (90 - PA) ÷ tan (90 - A)) = 90 - tan-1 (sin (35° 25’) ÷ tan (3.29629422))
P = 005° 40.5’ E
Long V (N) = 139° 45' E + 005° 40.5’ E = 145° 25.5’ E

Position of the vertex = 35° 33’ N 145° 25.5’ E

(iii) The required changes to the ship's clocks and date during a west bound ocean passage. (8)

Yokohama ST = 09 E
Honolulu ST = 10 W

During a west bound passage from Honolulu to Yokohama ship’s clocks and date will be changed
as follows:
Honolulu till the date line = retard 2 hours
Crossing the date line = Advance 1 day
Date line till Yokohama = Retard 3 hours
Total changes = Retard 5 hours and advance 1 day.
(b) Sketch on Worksheet Q1, using the given waypoints and calculated position of the vertex,
the Great Circle track. (7)

See plot below

Q2.

During an east bound ocean passage the ship receives information regarding the movement of a Category
2 Tropical Revolving Storm (TRS).

(a) State the months that TRSs usually develop in the North Pacific Ocean. (6)

From Mariner’s Handbook:

North Pacific Ocean, the full season for TRS is from May to November including the possibility of the
season being early or late.

(b) Sketch a plan view of a North Pacific Ocean TRS, naming all parts. (10)

(c) At 1200hrs/25th UT the National Hurricane Centre reports that the TRS is in position 8° 00'N 175° 30W
with predicted path 290° T, speed 8 knots.

Ship position at this time 35° 02'N 152° 30'E.

Plot, on Worksheet Q1, the 1200hrs/25th positions of the ship and the TRS. (4)

See plot

(d) State any immediate amendment to the planned ocean passage that the Master may consider
necessary, to ensure the safety of the ship. (3)

No immediate action required as the TRS is still far from the vessel. Continue to monitor the situation
and receive weather reports.

(e) At 1200hrs/26th UT the National Hurricane Centre reports that the TRS has strengthened to a
Category 3 storm and is in position 10° 30'N 178° 05W, predicted path 295°T, speed 9.5 knots, Area of
Influence 200 - 250 n.mls.

Ship position at this time 34° 05'N 159° 30'E.

Plot, on Worksheet Q1, EACH of the following:

(i) The 1200/26th position of the ship. (2)

See plot
(ii) The 1200/26th position of the TRS. (2)

See plot

(iii) The TRS 'Area of Influence' during the 48 hours to 1200 hours/28th UT. (10)

See plot

(f) In light of the updated information and the plot, state the justification, giving reasons, for EACH of
the following possible actions at 1200hrs/26th :

(i) Put the wind on starboard bow of the ship and alter course to starboard as the wind veers, making
best speed.
(6)

This action is not justified as the ship at this position is approximately 2250 nm from the TRS and will not
be experiencing the typical conditions in a Dangerous semi-circle.

(ii) Continue on the planned Great Circle passage and monitor the National Hurricane Centre reports. (6)

This action is not justified as it takes the ship directly through the characteristic path and area of
influence of the TRS.

(iii) Steer 180° T to position the ship in the Navigable Semi Circle of the TRS. (6)

This action is justified as it takes the ship away from the characteristic path of the TRS and in the worst
case of meeting the TRS, the ship should be in the navigable semi-circle.
Q3.

At 2110 hours ship time, 9th June, ship position 32° 30'N 178° 10'E, a Mayday Relay regarding a yacht in
distress is received. Ship keeping the appropriate Zone Time.

The last communication received from the yacht stated that at 0845 hrs UT 9th June, the yacht crew
were abandoning the sinking yacht in approximate position 34° 20'N 176° 15'E and taking to the liferaft.
The Master immediately diverts to the last known position of the yacht and orders maximum speed, 19.2
knots.

(a) Calculate EACH of the following:

(i) the bearing and distance to the last known position of the yacht; (8)

Lat Ship: 32° 30'N Long Ship: 178° 10'E

Lat Yacht: 34° 20'N Long Yacht: 176° 15'E
Dlat: 01° 50’N DLong: 001° 55’W
Dlat: 110’ S DLong: 115’ W mlat: 33° 25'N

Dep = Dlong x cos mlat = 115 x cos 33° 25' = 95.98909

Tan Co = Dep / dlat, Co = Tan-1 (Dep / dlat) = Tan-1 (95.98909 / 110) = 318.89114°
Dist = dlat / cos Co = 110 / cos 318.89114° = 146.0 nm

Bearing of the yacht from own ship = 319°, Distance = 146.0 nm

(ii) the ETA UT to the last known position of the yacht. (5)

Steaming time = 146.0 / 19.2 = 07h 36m

Ship time 9th June 2110

ZN 1200
UT 9th June 0910
PT 0736
Arr UT 9th June 1646

(b) The Master chairs a meeting of the navigating officers to discuss the search operation.

Outline EACH of the following:

(i) SIX factors to consider when determining the Datum Point for the initial search. (12)

1. Time of evacuating the stricken vessel

2. ETA of the Assisting vessel
3. Prevailing winds
4. Prevailing currents
5. Type of survival craft the evacuees are using.
6. Whether evacuation has taken place to survival crafts or directly to the sea

(ii) SIX factors to consider when determining the appropriate initial search pattern to be utilised. (12)

Any six of the following:

• Available number and types of assisting crafts.

• Size of the area to be searched.
• Type of distressed craft
• Size of the distressed craft
• Meteorological visibility
• Cloud ceiling
• Type of sea conditions
• Time of the day
• Arrival time at datum

(iii) The optimum position to place lookouts when arriving at the yacht's last known position. (10)

From part (a) (ii), ETA on scene on the 9th of June at 1646 UT, ETA in ship’s time is the 10th of June at
0446 ZT
CT 10th June:

CT 30N 0431
CT 35N 0416
CT 34° 20'N 0418
LIT E- 1145 (176° 15'E / 15)
CT UT 1633
ZN E+ 1200
CT Ship time 0433

ETA is after Civil Twilight therefore lookout positions should be as per IAMSAR manual recommendation
for daytime. Lookouts should be placed in high elevated positions on own vessel.

Remark:
This question did not specifically ask to calculate the time of Civil twilight; however, candidates should
establish evidence of whether arrival is during daylight or night time by either performing the
calculations above or by inspection of the nautical almanac and explaining in the answer why, based on
that inspection, does the candidate believe that arrival will be during daylight.

(c) Should the initial search be unsuccessful, explain why a Current Rose Chart may be of value when
reassessing the Datum Point. (8)

The current rose provides much more detailed information of the variation of currents. The rose shows
the relative frequency of various speeds within each direction. If the initial search was unsuccessful, this
may likely be due to errors in calculating the datum position, primarily using an incorrect set and rate
for the current. The current rose shows alternative sets and rates which may be used to re-assess the
datum position.
Q4.

The accuracy and reliability of Electronic Navigational Chart (ENC) is vitally important to the Mariner.

(a) State the Datums used for EACH of the following:

(i) Depths; (5)

The datum used is referred to as Sounding Datum and is not fixed to all ENCs

(ii) Heights relating to EACH of the following:

• Drying Heights; (2)

The datum used is referred to as “Vertical Datum” and is not fixed on all ENCs

• Vertical Clearance; (2)

The datum used is referred to as “Vertical Datum” and is not fixed on all ENCs

• Elevations; (4)

The datum used is referred to as “Vertical Datum” and is not fixed on all ENCs

(iii) Positions. (4)

The datum is refered to as “Horizontal Datum” and is WGS84

(b) The function and presentation of the ECDIS information assists the Mariner to maintain safe
navigation.

Outline EACH of the following:

(i) 'Safety Contour' function; (8)

Function:
• The primary safety feature in ECDIS.
• Equivalent to a No Go line.
• Set by the user to mark the boundary between safe and unsafe water

Presentation:
• Shown emphasised over all other contours
• Uses the next deepest contour (or boundary of depth area) in the chart

(ii) 'Safety Depth' function; (8)

Function:
• Set by the user.
• ECDIS emphasizes soundings equal to or less than the safety depth whenever selected for display.
• Affects the display of sounding colours

Presentation:
• Soundings shallower appear in black
• Soundings deeper appear in grey

(iii) TWO benefits of using Scale Minimum Value (SCAMIN). (8)

Any two of the following:

Clear Presentation at Various Zoom Levels:

Setting a scale minimum value helps in presenting a clear and uncluttered chart display, especially when
zoomed out. This is important for maintaining situational awareness and understanding the overall
context of the vessel's position.

Prevention of Information Overload:

ECDIS systems can contain a vast amount of navigational information. By setting a scale minimum value,
unnecessary details are filtered out when the chart is zoomed out, preventing information overload for
the navigator.

Focusing on Key Navigation Information:

The scale minimum value allows the navigator to focus on essential navigation information even when
viewing the chart at lower scales. This ensures that critical details, such as depth contours, navigational
aids, and hazards, remain visible.

Efficient Use of Screen Space:

ECDIS displays often have limited screen space. Setting an appropriate scale minimum value helps in
efficiently using this space by displaying relevant information without unnecessary clutter.

Optimized Route Planning:

When planning a route, adjusting the scale minimum value allows the navigator to view a broader area
while still ensuring that critical details for safe navigation are visible. This aids in efficient route
planning and decision-making.

Enhanced Situational Awareness:

By maintaining a balance between zoomed-in and zoomed-out views, the navigator can maintain a high
level of situational awareness. This is particularly important in busy or complex navigational
environments.

Customization for User Preferences:

Navigators often have different preferences for the level of detail they want to see on the chart at
various zoom levels. The ability to set a scale minimum value allows for customization based on
individual user preferences.

(iv) The circumstance when the SCAMIN function should not be utilised. (4)

Any one of the following:

Close Proximity to Hazards:

In areas where vessels are in close proximity to navigational hazards or intricate waterways, it might be
advisable not to set an excessively low scale minimum value. Ensuring that detailed information is visible
is crucial for safe navigation in such areas.

Navigating in Narrow Channels:

When navigating through narrow channels, straits, or confined waters, maintaining a higher level of
detail on the chart is essential. Setting a scale minimum value too high may reduce the visibility of
critical features, potentially compromising safety.

Dynamic Navigational Environments:

In areas with dynamic conditions, such as rapidly changing tidal currents or shifting sandbanks, it may be
prudent to maintain a lower scale minimum value to ensure that real-time information is readily
available to the navigator.

Search and Rescue Operations:

During search and rescue operations, especially when attempting to locate small objects or individuals in
the water, maintaining a lower scale minimum value might be beneficial to closely monitor the area and
enhance visibility.
Special Navigation Situations:
In certain situations, such as during pilotage, entering or leaving ports, or transiting through areas with
heavy traffic, it may be important to keep a higher level of detail on the chart. This helps in making
precise navigational decisions and avoiding collisions.

Navigating in Ice-Prone Waters:

In regions where ice is a concern, maintaining a detailed view of ice conditions and potential obstacles is
crucial. Setting a scale minimum value too high may limit the visibility of important ice-related
information.

Unfamiliar or Complex Waters:

In waters that are unfamiliar or present complex navigational challenges, it is generally advisable to
maintain a detailed view of the chart to assist the navigator in making informed decisions.
October 2023

All questions relate to a 185,000 dwt crude oil tanker on passage from Ras Tanura, Saudi Arabia,
to Europoort, Netherlands. The planned passage is via the Cape of Good Hope, S. Africa, and the
Dover Straits.

Service speed 15.5 knots.

Q1:

The prevailing winds and currents in the North Indian Ocean are subject to changes during the year.

(a) Describe the formation of the Southwest Monsoon wind. (10)

(From the Mariner’s Handbook):

In the N hemisphere summer, pressure over Asia falls, with the lowest pressure near the W Himalayas.
The anticlockwise circulation givers persistent SW monsoon winds from May until September or October
over the N Indian ocean and South China sea, and SSW or S winds over the W Pacific Ocean. Winds are
generally fresh to strong and raise considerable seas. Warm humid air gives significant amounts of cloud
and rain on windward coasts and islands.

(b) Describe the effects of the Southwest Monsoon wind and other influences on the formation of
currents in the North Indian Ocean. (10)

In open waters the current sets eastward.

Near the coasts of the Arabian Sea and the Bay of Bengal circulation is clockwise and is strengthened by
the SW monsoon.
The Somali current flows northwards and is particularly strong, reaching up to 7 kts south of Socotra.

(c) On Worksheet Q1 sketch and name the following Indian Ocean features for the month of JULY:

(i) the atmospheric pressure systems; (6)

See Worksheet

(ii) the prevailing wind systems; (10)

See Worksheet

(iii) the ocean currents. (10)

See Worksheet
Q2:

At 1538 hrs Zone Time, 12th October, the ship is in position 22°30'N 60°00'E and commences the Rhumb
Line passage to the Mozambique Channel, waypoint 16°12'S 42°05'E.

(a) Calculate the course and distance of the Rhumb Line. (15)

Lat Ship: 22°30'N MP: 1377.15N Long Ship: 060°00'E

Lat MC: 16°12'S MP: 978.69S Long MC: 042°05'E
Dlat: 38°42'S DMP: DLong: 017°55’W
Dlat: 2322’ S DMP: 2355.83S DLong: 1075’ W

Tan Co = Dlong / DMP = 1075/ 2355.83

Course = 204.52787° = 204.5°

Dist = Dlat / cos Course = 2322/ cos 204.52787°

Dist = 2552.3 nm

(b) Whilst on passage, Navigation Warnings are received concerning containers lost overboard from a
ship.

Reported position of containers is 15°32'S 42°43'E (assume position static).

Calculate EACH of the following:

(i) the distance that the planned track passes due West of the last reported position of the containers.
(15)

Distance off (East / West), Latitude is available, required is to find the Longitude of point W.

Lat Ship: 22°30'N MP: 1377.15N

Lat Cont.: 15°32'S MP: 937.37S
Dlat: 38°02'S DMP:
Dlat: 2282’ S DMP: 2314.51S

Tan Co = Dlong / DMP

Dlong = Tan Co. x DMP = Tan 204.52787° x 2314.51 = 1056.1 = 017°36.1’W

Long Ship: 060°00'E

dlong: 017°36.1'W
Long W: 042°23.9'E
Long Cont.: 042°43'E
Dlong: 000°19.1'E

Dist = dlong x cos lat = 19.1 x cos 15°32' = 18.4 nm

Planned track passes 18.4 nm due West of the position of the containers.

(ii) the ETA, Zone Time, at the position due West of the containers. (15)

Lat Ship: 22°30'N

Lat W: 15°32'S
Dlat: 38°02'S
Dlat: 2282’ S

Dist = Dlat / cos Course = 2282/ cos 204.52787°

Dist = 2508.4 nm
Steaming time = 2508.4 / 15.5 = 6d 17h 50m

ETD Ship ZT: 12th Oct 1538 ZT

Time Diff: - 0400 (060°00'E / 15 )
ETD Ship UT: 12th Oct 1138 UT
Steaming time: 6 days 1750
ETA Cont. UT: 19th Oct 0528 UT
Time Diff: + 0300 (042°23.9'E / 15 )
ETA Cont. ZT: 19th Oct 0828 ZT

The ETA, Zone Time, at the position due West of the containers is the 18th of Oct @ 0828 ZT.
Q3:

The MCA provides guidance to assist the mariner on navigational requirements.

(a) State the publications that the MCA guidance specify that should be carried to meet the requirements
of SOLAS Chapter V Reg 19 - Carriage requirements for shipborne navigational systems and equipment.
(15)

From MCA Guidance notes (Annex 3) Publications (Access through Regs4ships):

http://dmr.regs4ships.com/docs/uk/misc/solas_chp_05/annex03.cfm

The following publications are considered to satisfy the requirements of Regulation 19.2.1.4

• International Code of Signals (IMO)

• IAMSAR Manual Vol.III
• Mariners' Handbook (UKHO)
• Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
• Notices to Mariners (UKHO)
• Notices to Mariners – Annual Summary (UKHO)
• Lists of Radio Signals (UKHO)
• Lists of Lights (UKHO)
• Sailing Directions (UKHO)
• Nautical Almanac
• Navigational Tables
• Tide Tables
• Tidal Stream Atlases
• Operating and Maintenance Instructions for Navigational Aids carried by the Ship

(b) Outline the current MCA guidance regarding EACH of the following:

(i) precautions and guidance when using Parallel Indexing techniques; (16)

From MGN 379:

Some older radars may still have reflection plotters. It is important to remember that parallel index lines
drawn on reflection plotters apply to one range scale only. In addition to all other precautions necessary
for the safe use of radar information, particular care must therefore be taken when changing range
scales.

The use of parallel indexing does not remove the requirement for position fixing at regular intervals
using all appropriate methods available including visual bearings, since parallel indexing only indicates if
the ship is on or off track and not its progress along the track.

When using radar for position fixing and monitoring, check:

(i) the identity of fixed objects,

(ii) the radar’s overall performance,

(iii) the gyro error and accuracy of the heading marker alignment,

(iv) that parallel index lines are correctly positioned on a suitable display, and

(v) the accuracy of the variable range marker, bearing cursor and fixed range rings.
(ii) misalignment and the correction of a Radar Heading Marker. (20)

From MGN 379:

Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading
interpretation of potential collision situations, particularly in restricted visibility when targets are
approaching from ahead or fine on own ship’s bow. It is therefore important that checks of the heading
marker should be made periodically to ensure that correct alignment is maintained. If misalignment
exists, it should be corrected at the earliest opportunity.

The following procedures are recommended:

a) Check that the heading marker is aligned with the true compass heading of the ship.

b) 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.

To avoid introducing serious bearing errors, adjustment of the heading marker should not be carried out:

(i) when alongside a berth by using the berth’s alignment.

(ii) using bearings of targets which are close to the vessel, not distinct or have not been identified
with certainty both by radar and visually.
Q4:

A Voyage Plan requires to be updated during a voyage. This is particularly so during a long voyage, when
initial ETAs at navigationally critical points are likely to change considerably.

The updated Passage Plan for transiting the Dover Straits Deep Water route identifies that the ship
requires to be in position 51°00'N 1°34'E three (3) hours before the afternoon High Water at Dover, 10th
November.

The ship is keeping Netherlands Standard Time in preparation for port arrival.

(a) Determine EACH of the following:

(i) the Ship Time to be at position 51°00'N 1°34'E; (8)

Dover afternoon HW Prediction – 10th November:

HW: 1323 UT
Time Diff: - 0300
Ship Time UT 1023 UT
Netherlands. ST Diff 0100
Ship time 1123

(ii) with reference to Datasheet Q4, the predicted tidal stream at position 51°00'N 1°34'E. (12)

10th November Predictions:

0114 6.2
0825 1.5
1323 6.1
2043 1.6

Mean Range for the day = ((6.2 – 1.5) + (6.1 – 1.5) + (6.1 – 1.6)) / 3 = 4.6

Range Rate
Spring 5.9 27
Predicted 4.6 x
Neaps 3.3 19

By interpolation:

x = 1.3 x 8 / 2.6 = 4

(Alternatively, interpolation could be done by eye as 4.6 is exactly in the middle between the spring
and neaps ranges, therefore the rate should equally be in the middle)

Predicted rate = 27 – 4 = 23 = 2.3 kts

Set (By measurement from Datasheet) = 222°

Predicted tidal stream = 222° x 2.3 kts

(b) The weather forecast for the Dover Straits indicates frequent heavy rain showers and Northerly
winds, force 6 to 8.

Outline the Bridge Team, stating the duties of each member, for the transit of the Dover Straits.
(20)
Master:
Overall responsibility for the safety of the vessel and passengers and/or crew.
Should make it clear to the OOW if he/she has the con therefore is responsible of the bridge team and
taking decisions related to the navigation of the vessel.
Should observe and evaluate the overall performance of the bridge team and intervene if necessary.

OOW:
Responsible for the safe navigation of the vessel including:
• Being constantly aware of the position of the vessel.
• Anti-collision responsibility.
• Responsible for the bridge team and evaluating their performance and intervening if necessary (In
case of hand steering for example).
• Communication and reporting to relevant ship reporting systems such as CALDOVEREP.

Lookout:
Reporting Ship’s of concern, Nav aids, any navigational hazards, and any security concerns.

Helm-person:
Due to gale force winds and the expected heavy traffic and particularly crossing traffic through the
Dover Strait, in addition to the restricted visibility, vessel should be on hand steering to increase the
efficiency and response to any navigation hazards or risks of collision.
Helm-person should follow commands from the OOW or Master as appropriate.

(c) Tidal information and the Bridge Team requirements are elements of the Execution stage of a Voyage
Plan that need to be re-evaluated prior to arrival at critical points of the passage.

Outline SIX other elements relating to the Execution stage of the Voyage Plan that should be updated
and amended as necessary, in preparation for the Dover Straits transit. (18)

1. Safe speed, with regard to IRPCS rule 6, factors to consider for Dover Strait:
• Restricted Visibility prevailing
• Cross channel traffic
• The presence of Fishing vessels
• Charterer’s ETA requirements

2. Change of machinery status e.g. SBE with the same factors as in (1) above

3. Engine Manning requirements which should depend on the type of engine the ship is fitted with.

4. Reporting requirements as the vessel will have to report to CALDOVEREP

5. MARPOL requirements / Fuel change requirements as the ship will be in a SECA Zone after entering
the English Channel

6. Pre – arrival checks of equipment / machinery as ETA to the Netherlands should be close to the time
of transit through the Dover Straight.
July 2023

All questions relate to a Container Ship engaged on a 12 month charter between the USA and Europe.

Service speed 20.0 knots, consuming 45 tonnes per day.

Q1.
The Charterer requires the ship to depart Fort Lauderdale, Florida, with the maximum cargo and to
undertake the shortest permissible route, at Service Speed, to Lisbon, Portugal.

The Master and Navigating Officer are discussing the ocean passage requirements relating to the ‘North
Atlantic Winter Seasonal Zone II’ (NAWSZ). Reference Datasheet Q1.

The ocean voyage will commence at 26º10'N 80º00'W and requires a Great Circle to its vertex on the
southern limit of the NAWSZ and then a Parallel Sailing along the southern limit of the NAWSZ. To assist
in the appraisal, further information is required.

(a) Determine EACH of the following:

(i) the position of the Great Circle vertex; (12)

sin (90-P) = Tan PV x Tan (90-PA)

cos P = Tan 54º x Tan 26º10'
P (dlong) = 47° 26.8’ E

Long A: 080° 00’ W

Dlong: 47° 26.8’ E
Long V: 32° 33.2’ W

Position of Vertex:
Lat: 36° 00’ N
Long: 32° 33.2’ W

54º

26º10'

(ii) the distance from Fort Lauderdale to the eastern point of the southern limit (36°N 25°W) of the
NAWSZ. (12)

GC Distance (AV):
sin (26º10') = Cos 54º x Cos (AV)
Cos (AV) = sin (26º10') / Cos 54º
AV = 41 23.3 = 2483.3 nm

Parallel Distance:
Dlong V1 to V2:
Long V1: 032° 33.2’ W
Long V2: 025° 00.0’ W
Dlong: 007° 33.2
Dlong: 453.2’

Dist = dlong x cos lat = 453.2 x cos 36° = 366.6 nm

Total Distance = 2483.3 + 366.6 = 2849.9 nm
(b) The ship will commence the ocean passage at 1400 hrs ST, 25th March, and must consume 280 tonnes
of fuel to achieve her Winter loadline draught.

(i) Determine, giving consideration to both the fuel consumption and the steaming time to waypoint
36°N 25°W, whether the ship can enter the NAWSZ prior to arrival at 36°N 25°W (the eastern point of
the southern limit of the NAWSZ). (20)

With consideration to fuel consumption:

Steaming time required to consume 280 tonnes = 280 / 45 = 6 days 5 hrs 20 min = 149.333333

Distance required to consume 280 tonnes of fuel = 149.333333 hrs x 20 = 2986.7 nm

Distance to get to the waypoint 36°N 25°W = 2849.9 nm

Distance required to consume the fuel is more than distance necessary to reach the southern limit of the
NAWSZ, therefore the ship cannot enter the NAWSZ prior to arrival at 36°N 25°W.

With consideration to steaming time:

Distance to get to the waypoint 36°N 25°W = 2849.9 nm

Steaming time to get to the waypoint 36°N 25°W = 2849.9 nm /20 = 5 days 22 hrs 30 min

Commence Ocean Passage (ST): 25 Mar 14:00

Time Diff 05:00
Commence Ocean Passage (UT): 25 Mar 19:00
Steaming time 5 days 22:30
Arrival at waypoint 36°N 25°W on: 31 Mar 17:30

Arrival at Waypoint 36°N 25°W is before Summer Zone coming into effect on the 1st of April 00:00 UT,
therefore vessel cannot enter the NAWSZ prior to arrival at Waypoint 36°N 25°W.
(ii) Outline the ocean route that will meet the requirements of both the Charterer and the Loadline
Regulations. (6)

The Ocean route that will meet the requirements of both the charterer and the loadline regulations is a
great circle till Lat: 36° 00’ N, Long: 32° 33.2’ W, followed by a parallel track till the eastern point of
the southern limit (36°N 25°W) of the NAWSZ, followed by a great circle track till the arrival position at
Lisbon, Portugal.
Q2:
During the final leg of the ocean passage to Lisbon, the ship experiences a failure of the GNSS
equipment.

Meteorological forecasts of storm force Westerly winds, heavy rain and associated poor visibility are
received.

(a) Explain why the planned landfall at Lisbon should be reassessed. (12)

Due to the unexpected failure of the GNSS and additional meteorological factors the planned landfall at
Lisbon should be reassessed to include the following activities:

1. A new risk assessment should be carried out,

2. Contingency planning for this landfall should be reviewed and updated as required,
3. New manning levels should be considered on the bridge in light of the deterioration of weather
and visiblity,
4. Safe speed in light of the restricted visiblility and rough weather should be reassesed.
5. The time of approach should be calcualted and depending wether this time would be day or
night, appropriate bridge watch arrangements should be set in place

(b) The predicted landfall will be during the Third Officer’s evening watch and the Master would be
expected to be on the Navigation Bridge.

State TEN elements relating to making a landfall, with particular reference to the above circumstances,
that the Master would discuss with the Junior Officer. (15)

1. Early landfall detection through use of long range radar,

2. high power, high elevation light,
3. good radar target,
4. easily identifiable,
5. clear of any dangers
6. adequate depth of water
7. secondary position fixing
8. use of echo sounder
9. contingency plan
10. anticipated vessel concentration

(c) Outline EACH of the following terms:

(i) Nominal Range; (6)

Is the Luminous range when the meteorological visiblitiy is 10 nm

(ii) Luminous Range; (6)

Is the maximum distance at which a light can be seen at a given time, as determined by the intensity of
the light and the meteorological visiblility prevailing at that time

(iii) Geographical Range. (6)

Is the maximum distance at which light from a light can theoretically reach an observer, as limited only
by the curvature of the earth and the refreaction of the atmosphere, and by the elevation of the light
and the height of eye of the observer.
Q3.
Whilst loading cargo for a subsequent voyage, from Miami to Gibraltar, meteorological reports have been
monitored regarding the movement of a category 3 Tropical Revolving Storm.

At 1200 hrs UT, 1st August, the centre of the TRS is in position 18º00'N 55º00'W, predicted path 290ºT at
8 knots.

(a) Using Worksheet Q3, plot EACH of the following:

(i) the position of the TRS at 1200 hrs 1st August UT; (3)

See Plot

(ii) the predicted position of the TRS at 1200 hrs 3rd August UT; (3)

Distance covered by TRS in 48 hours = 48 x 8 = 384 nm

See Plot

(iii) the potential ‘Area Of Influence’ for the 48 hours period to 1200 hrs 3rd August. (12)

See Plot
(b) The ship is programmed to sail at 0700 hrs ST (1200 hrs UT) 2nd August.

The Master and Management Level officers discuss the action required in light of the TRS.

State the validity, outlining the justification, for EACH of the following options:

(i) on departing Miami, undertake the planned passage, passing North of Bahamas and then Rhumb Line
070ºT to Gibraltar; (8)

This route is not valid as it has the potentioal to bring the vessel into the area of influence of the TRS,
particularly in case it slowed down.

(ii) on departing Miami, undertake an amended route, initial course NNE to Cape Hatteras; (8)

This route is valid as it will take the ship away from the TRS. The relatively high ship speed (20 kts)
combined with the presence of the Gulf stream are more likely to take the ship away from the TRS’s
area of influence in a short period of time and guarantee a safe dstance from the TRS until it recurves
and dessipates.

(iii) on departing Miami, undertake an amended route, initial course SSE, to pass to the South of TRS;
(8)
This is not a valid route as it brings the ship directly into the area of influence of the TRS in case it
continues on it’s characteristic path, in that incident there will not be much room for the ship to
manuevre and follow the standard manuevering proicedure to escape the dangerous semi circle if she
finds herself in one.

(iv) delay departure, remaining on the berth in the port of Miami. (8)

This option is not valid and quite risky for the following reasons:
The TRS still have the potential to reach port before recurving.
A ship alongside will suffer significant damage due to collision with the berth and nearby ships or cranes
For the previous reason, the port authporities are highly likely to require the ship to leave the port
anyway before the arrival of the TRS.

(c) Further reports state the following:

• 2400 hrs / 1st UT, TRS position 18º30'N 57º00'W.

• 1200 hrs / 2nd UT, TRS position 18º45'N 58º45'W.

The ship will depart Miami at the programmed time.

State, with explanation, the option that a prudent Master would now consider. (10)

The best option a prudent master would consider is to undertake an amended route, initial course NNE
to Cape Hatteras for the following reasons.

• The TRS is continuing on its predicted path.

• The ship has sufficient hight speed of 20 kts to take her away from the area of influence of the
TRS until it recurves.
• The Gulf stream will assist the ship in getting further away from the TRS is a short period of time.
Q4.
The accuracy and reliability of Electronic Navigational Chart (ENC) information is vitally important to the
Mariner.

(a) State the Datum(s) used for EACH of the following:

(i) Depths; (5)

The datum used is referred to as Sounding Datum and is not fixed to all ENCs

(ii) Heights, relating to Drying Heights, Vertical Clearance and other Elevations; (8)

The datum used is referred to as “Vertical Datum” and is not fixed on all ENCs

(iii) Positions. (4)

The datum is refered to as “Horizontal Datum” and is WGS84

(b) Outline the Survey Source Data and how the six ‘Category of Zone of Confidence’ (CATZOG) data is
presented on Electronic Navigational Charts. (18)

ZOC name and presentation Seafloor Coverage Typical Survey

(Symbol) Characteristics s
A1 Full area search Controlled, systematic survey 6
undertaken. high
Significant seafloor position and depth accuracy
features detected and depths achieved using DGPS or a
measured. minimum
three high quality lines of
position
(LOP} and a multibeam, channel
or
mechanical sweep system
A2 Full area search Controlled, systematic survey 6
undertaken. achieving position and depth
Significant seafloor accuracy less than ZOC A 1 and
features detected and depths using a modem survey
measured. echosounder 7 and a sonar or
mechanical sweep system.

B Full area search not Controlled, systematic survey

achieved; uncharted achieving similar depth but
features, hazardous lesser
to surface navigation position accuracies than ZOC A2,
are not expected but using a modem survey
may exist. echosounder 5
, but no sonar or
mechanical sweep system.
C Full area search not Low accuracy survey or data
achieved, depth collected on an opportunity
anomalies may be basis
expected. such as soundings on passage

D Full search not Poor quality data or data that

achieved, large depth cannot
anomalies expected. be quality assessed due to lack
of
information.
 U Unassessed - The quality of the bathymetric data has yet to be
assessed

(c) Define SCAMIN (Scale Minimum Value) of an object on an Electronic Navigational Chart. (10)

An ENC object attribute that specifies the minimum scale that an object can be viewed on the screen. If
SCAMIN for a depth contour object on a specific compilation scale chart is 1:17,999, for example, then at
display scale 1:17,000 this object shows, but if the user zooms out to 1:20,000, this object will
disappear.

Shoreline constructions do not have a SCAMIN, and most rocks do not have one, and hence are shown on
all scales and all display modes.

Most ECS and ECDIS allow the user to turn off this feature, or to custom scale it.
March 2023

All questions relate to a General Cargo Vessel which is to make passage from Antofagasta, Chile, to
Sydney, Australia.

The passage will commence during the month of June. Cargo will be stowed on deck.

Chartered service speed 16.0 knots.

Q1:
An initial appraisal of the ocean passage from Antofagasta, 24°00'S 071°00'W, to Sydney, 34°00'S
151°00'E, identifies two possible routes for consideration:

• A direct Rhumb Line.

• A Great Circle to South of New Zealand, waypoint 48°00'S 167°00'E, then Rhumb Line to Sydney.

The direct Rhumb Line route is calculated to be 7289 n.miles.

(a) Calculate the total ocean passage distance for the route passing South of New Zealand. (20)

First leg – Great circle from Antofagasta 24°00'S 071°00'W to Waypoint South of NZ 48°00'S 167°00'E:

Lat A: 24°00'S Long A: 071 °00'W

Lat NZ: 48°00'S Long NZ: 167°00'E
Dlong: 122° 00’ W

cos Dist = (Cos dlong x cos Lat A x cos Lat B) + (sin Lat A x sin Lat B)

cos Dist = (Cos 122° 00’ x cos 24°00' x cos 48°00') + (sin 24°00' x sin 48°00')

Distance = 5474.5 nm

Second leg – Rhumb Line from Waypoint South of NZ 48°00'S 167°00'E to Sydney 34°00'S 151°00'E:

Lat NZ: 48°00'S MP: 3274.13 Long NZ: 167°00'E

Lat Sy: 34°00'S MP: 2158.39 Long Sy: 151°00'E
Dlat: 14°00'N DMP: DLong: 016°00’W
Dlat: 840’ N DMP: 1115.73 DLong: 960’ W

Tan Co = Dlong / DMP = 960 / 1115.73

Course = 319.2906092°

Dist = Dlat / cos Course = 840 / cos 319.2906092°

Dist = 1108.1 nm

Total Distance = 5474.5 + 1108.1 = 6582.6 nm

(b) Using Worksheet Q1 (1 ):

(i) plot the Great Circle passage from Antofagasta to the waypoint South of New Zealand; (4)

See Plot

(ii) estimate and state the position of the Great Circle vertex. (6)

Estimated Vertex Position: Lat: 59° 00’S - 145°00’W

(c) Using Worksheet Q1 (2), the given waypoints and the estimated position of the Great Circle vertex
obtained in Q1 (b), sketch the two ocean passage routes from Antofagasta to Sydney. (15)

Note - There is no requirement to calculate or plot intermediate waypoints for the Great Circle.

See Plot.

Remark: Question indicated “Sketch” with no requirements to plot intermediate points, therefore
candidates should just roughly mark an arc representing the great circle track and passing through the
vertex.
Q2:

The Meteorological and Oceanographic factors are to be appraised for the two possible routes.

(a) Plot on Worksheet Q1 (2), for the Southern Hemisphere, EACH of the following:

• pressure systems
• prevailing winds
• currents
• areas of frequent gale force winds
• South Pacific Ocean approximate iceberg limits (20)

See Plot

(b) With reference to Worksheet Q1 (2) and any other relevant meteorological or oceanographic factors,
outline the considerations and associated effect on the two routes relating to EACH of the following:

(i) steaming times; (16)

(ii) the Master's obligation regarding planning a safe passage. (14)

c) The Charterer requires the ship to be weather routed, using a 'Least Time Track'.

During the ocean passage, the ship receives notification of amendments to the route, to maintain the
Charterer's required 'Least Time' track. However, the Bridge team's onboard observations of the weather
indicate that the proposed track may result in significant onboard damage.

Outline the Master's legal position regarding refusal to comply with the route amendments. (5)

From SOLAS Chapter 5, Regulation 34-1 - Master's Discretion:

“The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other
person shall not prevent or restrict the master of the ship from taking or executing any decision which,
in the master's professional judgement, is necessary for safety of life at sea and protection of the marine
environment.”

The master is legally entitled to refuse to comply with the route amendments if he/she believes that
these amendments are unsafe for their vessel.
Limits of Icebergs
Q3:

During the ocean passage, the OOW calls the Master to the bridge in response to a Mayday message. A
sailing vessel in the vicinity has an injured person who requires urgent medical attention.

(a) Outline EACH of the following:

(i) the Master's obligation to assist a vessel in distress; (12)

From SOLAS Chapter 5, Reg 33:

The master of a ship at sea which is in a position to be able to provide assistance, on receiving
information from any source that persons are in distress at sea, is bound to proceed with all speed to
their assistance, if possible informing them or the search and rescue service that the ship is doing so.

This obligation to provide assistance applies regardless of the nationality or status of such persons or the
circumstances in which they are found.

The master of a ship in distress or the search and rescue service concerned, after consultation, so far as
may be possible, with the masters of ships which answer the distress alert, has the right to requisition
one or more of those ships as the master of the ship in distress or the search and rescue service considers
best able to render assistance, and it shall be the duty of the master or masters of the ship or ships
requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of
persons in distress.

(ii) the THREE exceptions to the Master's obligation to assist a vessel in distress. (12)

If the ship receiving the distress alert is:

1. unable or, in the special circumstances of the case,

2. considers it unreasonable or

3. unnecessary to proceed to their assistance,

The master must enter in the log-book the reason for failing to proceed to the assistance of the
persons in distress, taking into account the recommendation of the Organization to inform the
appropriate search and rescue service accordingly.

b) 'Own Ship' diverts to assist the yacht.

At 1535 hrs Zone Time 28th June, VHF communication is established with the yacht. The yacht is
instructed to activate its SART to assist in radar detection.

'Own Ship' reduces to manoeuvring speed 14.0 knots.

At 1550 hrs Zone Time, radar detection of the yacht is confirmed, bearing 310°T X 12'.0.

In order to create a lee from the Northerly wind, to enable the safe transfer of the injured person, the
yacht is instructed to maintain a course of 270°T at 4.0 knots and advised that 'Own Ship' will take
station 5 cables on the starboard beam of the yacht.

Determine EACH of the following:

(i) course of own ship to take up station; (20)

From Plot: Co = 301°T

(ii) the ETA, Zone Time, at the 'on-station' position; (6)

Distance OV should steam to RV = 16.2 kts

Time = Dist / Sp
Steaming time to RV = 16.2 / 14 = 1h 09m
ETA = 15h 50m + 1h 09m = 16:59

(iii) the relative bearing of the yacht when visual contact, predicted at range 5.0 miles, will be made.
(6)
True brg @ 5nm off = 308°T

Relative brg = True brg – Ship head = 308° – 301° = 007° Relative or 007°Green
Q4:

The ship diverts to Auckland, New Zealand. The injured person will be transferred ashore using the
Auckland Pilot Vessel. To rendezvous with the Pilot Vessel the ship will need to cross a shallow water
area.

Minimum charted depth of shallow water area 9.1 m.

Draft 9.6 m.
Minimum UKC 1.0 m.

The Admiralty Tide Tables for Auckland state:

Low Water 0235 0.2 m

High Water 0857 2.3 m
Low Water 1348 0.3 m

(a) Determine EACH of the following:

(i) the minimum Height of Tide to cross the shallow water area; (4)

Draft + UKC = Charted Depth + HOT

HOT = Draft + UKC – Charted Depth
HOT = 9.6 + 1.0 – 9.1 = 1.5 m

(ii) the predicted time period to safely navigate the shallow water area. (16)

Time interval for flood tide:

LW: 0235
HW: 0857
Duration: 0622

From the plot: time interval HW till 1.5 m = -2h 38m

HW: 0857
Interval: -0238
Time of HOT: 0619

Time ship can commence navigating the shallow area = 0619

Time interval for Ebb tide:

LW: 0857
HW: 1348
Duration: 0451

Duration is less than 5 hours, therefore we cannot calculate intermediate times or heights in the absence
of harmonic constant tables. To pass safely, ship should not navigate this area after the time of HW of
0857

Predicted time period to safely navigate the shallow water area is: 0619 till 0857
(b) Parallel Indexing will be used to assist with safe navigation during the approach to Auckland.

Outline EACH of the following:

(i) TWO advantages of using Parallel Indexing; (6)

1. Parallel Indexing is a Pro Active method which constantly monitors the vessel’s presence on the
course line.
2. Parallel index achieves good accuracy considering that radar performance is constantly
monitored, Gyro error is accounted for, and the heading marker is appropriately aligned.

(ii) TWO reasons why Parallel Indexing should not be the only means of position monitoring; (6)

1. Parallel indexing is not a position fixing method and it doesn’t confirm the vessel position, it only
confirms if the vessel is on her course line and the direction of drift off the course line.
2. Parallel indexing is subject to Radar errors therefore other means should be used to confirm the
vessel’s presence on her course line.

(iii) FOUR considerations for selecting a suitable Reference Point. (12)

1. Radar conspicuous.
2. Easily identifiable.
3. Distance from track / Appropriate radar range scale for passage.
4. Available throughout.
November 2022

Attempt ALL questions

Marks for each question are shown in brackets

All questions refer to a car carrier, GT 57,000t, LOA 198m, operating between Korean and Japanese
ports and Vancouver, British Columbia, Canada. The vessel is engaged on a 12 month time charter,
commencing 1st July, at service speed 20.0 knots.

1. The Voyage Plan has identified the following route and waypoints for the East bound ocean passages:

commence at 35° 00'N 141° 00'E;

a Great Circle to the vertex on latitude 51° 00'N;
a Parallel Sailing to 51° 00'N 128° 30'W.

(a) Calculate the Longitude of the vertex. (12)

sin (90-P) = Tan PV x Tan (90-PA)

cos P = Tan 39 x Tan 35
P (dlong) = 55° 27.5’ E

Long A: 141° 00’ E

Dlong: 055° 27.5’ E
Long V: 163° 32.5’ W

(b) (i) On Worksheet Q1 (1) plot the Great Circle track and list the waypoints along the track for
every 10° longitude. (10)

Plot: See Worksheet

Waypoint list:
35° 00'N 141° 00'E
40° 30'N 150° 00'E
48° 00'N 160° 00'E
49° 45'N 170° 00'E
50° 45'N 180° 00'
51° 00'N 163° 32.5'W

(ii) Using the waypoints obtained from Worksheet Q1 (1) plot the entire ocean passage on
Worksheet Q1 (2). (10)

Plot: See Worksheet

(c) Also on Worksheet Q1 (2) plot and name EACH of the following, for the North Pacific Ocean during
the Northern hemisphere summer period:

(i) predominant currents; (8)

(ii) pressure systems; (4)

(iii) prevailing winds. (6)

See worksheet for all of (c) above.

 North Pacific current
Westerlies
Westerlies Westerlies
Westerlies

Pacific High

Trades
Trades Trades
Trades Trades

North Equatorial current

2. With reference to the ocean passage stated in Q1.

(a) Calculate the total distance of the East bound ocean passage. (12)

sin 35 = cos 39 x cos AV

cos AV = sin 35 / cos 39
AV = 42.43400894° x 60 = 2546 nm

Dlong V to Arrival:
Long V: 163° 32.5’ W
Long Arrival: 128° 30.0’ W
Dlong: 35° 02.5’ E
Dlong: 2102.5’

Dist = dlong x cos Lat = 2102.5 x cos 51°

Dist = 1323.1 nm

Total distance = 2546 + 1323.1 = 3869.1 nm

(b) The Sailing Directions state the Aleutian Islands comprise of many active volcanoes. The Great Circle
route will pass to the south of an undersea volcano, charted position 50°13'N 178°58'E.

Calculate the distance that the track will pass due south of the volcano. (12)

Dlong VW (P):
Long V: 163° 32.5’ W
Long W: 178° 58.0' E
Dlong: 17° 29.5’ E

90 – (P) = 72° 30.5’

sin 72° 30.5’ = Tan 39° x Tan (90-PW)

Tan (90-PW) = sin 72° 30.5’ / Tan 39°
(90 – PW) = 49° 40.0’
Lat W: 49° 40.0’ N
Lat UV: 50° 13.0’ N
Distance Off: 33 nm South of UV

(c) Inspection of the North Pacific Ocean Routeing Chart indicates:

• an average predominant favourable current of rate 1.5 knots between waypoint 35°00'N 141°00'E
and the vertex;
• an average predominant favourable current of rate 0.5 knot between the vertex and waypoint
51°00'N 128°30'W.

Calculate the steaming time of the East bound ocean transit. (10)

Steaming time A to V = 2546 / (20 kts + 1.5 kts) = 4 days 22 hrs 25 min
Steaming time V to B = 1323.1 / (20 kts + 0.5 kts) = 2 days 16 hrs 33 min

Total Steaming time = 7 days 14 hrs 58 min

(d) State the required actual changes to the ship's clocks and date during the eastbound ocean passage,
from Japanese Standard Time to British Columbia Standard Time. (6)

Japan ST: UTC +09 hrs

Therefore, Japan to date line: Clocks will be advanced 3 hrs

Crossing the date line: Date will be retarded by one day (24 hrs)

BC ST: UTC – 08 hrs

Therefore, Date line to BC: Clocks will be advanced 4 hrs
3. The ship is scheduled to enter the Korean port of Gogunsan Gundo (ATT Pacific and Atlantic Oceans,
Index No. 7507) on the midday ebb tide, 22nd July.

The inbound Pilotage passage requires the ship to pass under a bridge and subsequently to transit a
dredged channel prior to entering the deep water basin.

The ATT information for Gogunsan Gundo is valid for the entire river passage.

From the following information:

Charted vertical clearance of the bridge 10. 6m.

Charted depth of the dredged channel 6.2m.
Draft on arrival 7.0m even keel.
Keel to mast top 18. 7m.
SMS safety allowances: a maximum squat allowance of 10% of draft;
a minimum UKC of 1.0m;
a minimum masthead clearance of 1.5m.

(a) Determine EACH of the following, assuming the SMS safety allowances are complied with:

(i) the maximum height of tide to safely pass under the bridge; (10)

Charted Vertical Clearance = 10.6 m

HAT (From ATT) = 6.6 m
Air draft = KTM – Dynamic draft = 18.7 – 7.0 = 11.7 m
Min Clearance = 1.5 m

Charted Vertical clearance + HAT = HOT + Air Draft + Clearance

HOT = (Charted Vertical clearance + HAT) – (Air Draft + Clearance)
HOT = (10.6 + 6.6) – (11.7 + 1.5) = 4.0 m

(ii) the minimum height of tide to safely transit the dredged channel. (4)

Dynamic draft = 7 m + 10% = 7.7 m

Charted Depth = 6.2 m
Min UKC = 1.0 m

Draft + UKC = Charted Depth + HOT

HOT = Draft + UKC – Charted Depth = 7.7 + 1.0 – 6.2 = 2.5 m

(b) The onboard computerised tide data for Gogunsan Guido, 22nd July indicates:

HW 0803 hours 5.3 m

LW 1414 hours 1.6 m

Using the ATT, determine the reliability of the computerised tide data. (10)
Midday ebb tide:

HW SP: 0956
Corr.: -0153
HW 2P:0803

LW SP: 1607
Corr.: -0153
LW 2P: 1414

Heights: HW LW
Standard Port Prediction: 7.3 2.0
Seasonal corr (SP) -ve -0.1 -0.1
Standrad Port ML 7.2 1.9
Corr. -2.0 -0.4
Secondary Port ML 5.2 1.5
Seasonal corr (2P) +ve +0.1 +0.1
Secondary Port prediction 5.3 1.6

Data obtained by ATT:

HW 0803 hours 5.3 m
LW 1414 hours 1.6 m

The data obtained from ATT is identical to the computerised data, therefore the computerised data has
the same reliability as the ATT.

(c) The Port Authority advise the Master that the Pilot will board at 1000 hours, Standard Time, to
commence the inbound river passage.

The inbound Pilotage passage plan identifies:

Pilot Station to the bridge: distance 8.6 miles;

Pilot Station to deep water basin: distance 19.1 miles;

Ship at manoeuvring speed 10. 0 knots throughout pilotage passage.

Determine if the Pilot boarding time is consistent with EACH of the following:

(i) the required clearance under the bridge; (8)

Pilot station to Bridge 8.6 nm

Steaming Time to Bridge = 8.6 / 10 = 0052
ETA at Bridge = 1000 + 0052 = 1052

HW: 0803
ETA: 1052
Interval: 0249 hrs after HW
HW: 0803
LW: 1414
Interval: 0611

From the Curve: HOT at ETA = 3.7 m

Charted Vertical clearance + HAT = HOT + Air Draft + Clearance
Clearance = (Charted Vertical clearance + HAT) - (HOT + Air Draft)
Clearance = (10.6 + 6.6) - (3.7 + 11.7) = 1.8 m

Pilot boarding time is consistent with the required clearance.

(ii) the required UKC in the dredged channel. (8)

Pilot Station to deep water basin = 19.1 nm

Steaming Time to Bridge = 19.1 / 10 = 0155
ETA at Bridge = 1000 + 0155 = 1155

HW: 0803
ETA: 1155
Interval: 0352 hrs after HW

From the Curve: HOT at ETA = 2.7 m

Draft + UKC = Charted Depth + HOT
UKC = (Charted Depth+ HOT) - Draft = (6.2 + 2.7) – 7.7 = 1.2 m

Pilot boarding time is consistent with the required UKC.

0803
4. The 12 month charter will require navigation and watchkeeping during periods when ice may be a
factor to the safety of the ship.

(a) State the on board observations that may indicate the presence of ice or icebergs in the vicinity of
the ship. (10)

Signs of ice in the vicinity:

• Sea smoke,
• Ice blink,
• Abrupt smoothing of sea,
• Radar detection,
• Isolated fragments of ice,
• Cold sea temperature when in warm current area,
• Sealife e.g. walruses, seals,
• Birdlife e.g. land birds sighted
• Noise of calving

(b) Outline how ice may affect the position fixing capabilities of the ship. (10)

Effect on the position fixing capabilities of the ship:

• Radio interference of Elec Nav Aids,

• Ice distorts shape of coastline,
• Lights obscured / diminished, light sectors distorted,
• Navigation marks, particularly buoys, may be removed,
• A/C for ice, harder to maintain track and assess D.Rs. and E.Ps.
• Aerials / Scanners iced up,
• Refraction errors regarding celestial observations,
• Echo sounder affected by sea temperature levels,

(c) Whilst on passage, if the ship experiences severe ice accretion, the Master must take action to ensure
the safety of the ship.

State the methods of reducing ice accretion and ice accumulation on board the ship. (10)

Any 10 of the following:

• Seeking warmer conditions.

• Seeking shelter.
• Reduce ship speed into wind, thereby reducing spray.
• Run with the wind.
• Physical removal.
• Increase for’d freeboard to reduce spray.
• Heating devices, (usually in the rigging).
• Anti-freeze / de-icer sprays.
• Weather routeing.
• Removing non-essential rigging.
• Removal of standing water / preventing water leakage.
• Use of insulation materials / covers.
• Limiting deck cargoes.
• Construction / design.
5. The transmission of pertinent information to and from ships is a major factor regarding the safety of
navigation.

(a) SOLAS Chapter V and current Marine Guidance Note specify the requirements regarding the Master
transmitting Danger Messages to other ships and to the competent authorities.

State EACH of the following:

(i) the FIVE circumstances when a Master must transmit a Danger Message; (10)

the FIVE circumstances are:

1. Dangerous ice,
2. A dangerous derelict or any other direct danger to navigation,
3. A tropical storm,
4. Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on
superstructures, or
5. Winds of force 10 or above on the Beaufort scale for which no storm warning has been received

(ii) to whom should the Danger Message be addressed. (1)

Ships in the vicinity and to the competent authorities.

(b) Hydrographic Notes are also a means of reporting information.

State the purpose of EACH of the following Hydrographic Notes:

(i) form H102; (3)

For reporting information affecting Admiralty Products

(ii) form H102A; (3)

For reporting Port information

(iii) form H102B.

For GNSS observations against corresponding British admiralty chart positions

(c) Maritime Safety Information is accessible to ships via the World Wide
Navigational Warning Service.

(i) State the FOUR categories of Maritime Safety Information. (8)

1. Navigational Warnings.
2. Meteorological Warnings.
3. Meteorological Forecasts.
4. Urgent Safety Related Messages.
(ii) Outline the Master's obligation regarding the World-Wide Navigational Warning Service transmissions,
including implementation on board. (12)

• Masters are required to make arrangements to ensure that all navigational warnings or other
matters relating to safety of life at sea are brought to their notice, or that of the navigating
officer on watch at the time, immediately on receipt.
• Masters should ensure that the notice’s text has been read in full and ascertain whether it covers
or is likely to be encountered by their ship during the passage.
• Masters should ensure that a record is maintained of all Navigational Warnings received onboard.
October 2022

Remark: A balanced paper with calculations allocated 50% of the total marks and theory allocated
another 50%

Attempt ALL questions

Marks for each question are shown in brackets

All questions refer to a 50,000 gt bulk carrier, engaged on a 12 month time charter,
trading between Africa and Australia. Service speed 16.2 knots, fuel consumption
45 tonnes per day.

1. The ship is presently loading at Maputo, Mozambique, and is to discharge at Geraldton, W. Australia.
The ship will be loaded to the 'Summer' displacement.
ETD Maputo 1600 hours, Standard Time, 8th April.

A direct Great Circle route is being appraised, using waypoints:

Dep Maputo 26°40'S 033°00'E
Arr Geraldton 29°10'S 114°30'E

(a) Calculate EACH of the following:

(i) Initial course; (12)

Dep Maputo (A) 26°40'S 033°00'E

Arr Geraldton(B) 29°10'S 114°30'E
Dlong: 081°30'E

A = tan Lat IP ÷ tan DLon = 0.075057114 N

B = tan Lat FP ÷ sin DLon = 0.564316393 S
C=A±B= 0.489259279 S
ICo = tan-1 (1 ÷ (C x cos Lat A)) 66.38418236°S E
ICo 113.6158176 = 113° ½

(ii) Distance; (8)

Cos Dist = (Cos dlong x Cos Lat A x Cos Lat B) + (Sin Lat A x Sin Lat B) – (Lat A & B same name therfore +)

Cos Dist = (Cos 081°30' x Cos 26°40' x Cos 29°10') + (Sin 26°40' x Sin 29°10')
Dist = 70° 29.1’ x 60 = 4229.1 nm

(iii) Position of the vertex; (12)

PV = sin-1 (cos (90 - A) x cos ( 90 - PA))

PV = 54° 57.8’
Lat V = 90° – PV
Lat V = 35° 02.2’ N+S

Sin (90-PA) = Tan (90-P) x Tan (90-A)

Tan (90-P) = Sin (90-PA) / Tan (90-A)
Tan (90-P) = Sin (26°40') / Tan (23.61581764)
P (Dlong A to V) = 044° 15.1’ E
Long A = 033° 00.0’ E
Long V (S) = 077° 15.1’ E
Position of Vertex (South) = 35° 02.2’ S - 077° 15.1’ E

(b) The appraised direct Great Circle route transits through the Southern Winter Seasonal Zone.
The distance from Maputo to the Southern Winter Seasonal Zone is 2050 miles and a further 580 miles
will be within the Southern Winter Seasonal Zone.

270 tonnes of fuel must be consumed to bring the ship to her 'Winter' loadline.

With reference to Datasheet Q1, determine EACH of the following:

(i) whether the intended direct Great Circle route is legally permissible for the ETD and 'Summer'
displacement of the ship. (10)

Total distance for the vessel to reach and transit through the SWSZ is:
2050 + 580 = 2630

Passage Time (Steaming Time) = 2630 / 16.2 kts = 162.345679 hours = 6 days 18 h 21 m

ETD Maputo ST: 8th Apr 16:00

Time Diff: -02:00
ETD Maputo UT: 8th Apr 14:00
Steaming time: 6 days 18:21
ETA exit SWSZ UT: 15th Apr 08:21

Winter Zone commences on 16th Apr @ 00:00 UT, therefore the intended GC route is legally permissable
as the ship should exit the SWSZ on the 15th Apr @ 08:21 UT

(ii) whether sufficient fuel would be consumed to permit a direct Great Circle route during the Southern
Winter Seasonal Zone 'Winter' period. (8)

Total amount of fuel to be consumed = 270 tonnes

Fuel Consumption = 45 tonnes per day

Days and hours to consume the required amount of fuel = 270 / 45 = 6 days 00 hours

Steaming time from Maputo till entry to SWSZ = 2050 / 16.2 = 126.5432099 hours = 5d 6h 33m
Vessel required more time to consume the required amount of fuel, therefore, assuming vessel will
steam the GC route during the Southern Winter Seasonal Zone period, the fuel consumed will not be
sufficient to permit the GC route.
2. At 2030 hours, 17th April, a message is transmitted by a yacht, requesting urgent medical assistance.
The message states the yacht position as 32°24'S 105°10'E and is making for Fremantle, Western
Australia, course 090°T, speed 4.0 knots.

Own position 31°44'S 104°28'E.

(a) Calculate the bearing and distance of the yacht. (10)

A: Lat: 31°44'S Long: 104°28'E

B: Lat: 32°24'S Long: 105°10'E
DLat: 00°40'S Dlong: 000°42'E
DLat: 40'S Dlong: 42'E
MLat: 32°04'S

Dep = Dlong x cos MLat = 42 x cos 32°04'S = 35.59’E

Co = Tan-1 (Dep / DLat) = Tan-1 (35.59 / 40) = S 41.662767°E = 138.3372330°= 138 ½°

Dist = Dlat / cos co = 40 / cos 41.662767°= 53.54248 = 53.5 nm

(b) Whilst proceeding to give assistance, the Bridge team discuss the difficulty of visually locating a small
yacht and consult The International Aeronautical and Maritime Search and Rescue Manual, Vol 111, for
guidance regarding lookouts.

State EACH of the following:

(i) the SIX factors affecting observer effectiveness; (6)

From IAMSAR Manual Vol 3 – Section 2 – Rendering Assistance:

1. weather conditions and visibility

2. type of search craft (vessel, aircraft, liferaft, or person)
3. state of the sea (calm, choppy, or rough)
4. land features (woods, desert, jungle)
5. daytime or night-time
6. look-out fatigue.

(ii) the recommended position of lookouts during the day; (2)

From IAMSAR Manual Vol 3 – Section 2 – Rendering Assistance:

During the Day place look-outs high on the vessel.

(iii) the recommended position of lookouts during the night. (4)

From IAMSAR Manual Vol 3 – Section 2 – Rendering Assistance:

During the Night place look-outs on the bows as far forward and as low to the water's edge as possible to
hear any calls for help and to establish the best night vision.

(c) Outline the function of the yacht's Search And Rescue Radar Transponder (SART) to aid location.
(10)

From From IAMSAR Manual Vol 3 – Glossary - SART:

“A survival craft transponder that, when activated, sends out a signal automatically when a pulse from a
nearby radar reaches it. The signal appears on the interrogating radar screen and gives the bearing and
distance of the transponder from the interrogating radar for search and rescue purposes.”

(d) At 2324 hours radar contact is made with the yacht, bearing 135°T x 10.8'. Own ship immediately
reduces to manoeuvring speed 12.0 knots.

To appraise the situation the Master decides to initially take station 1 mile on the port beam of the
yacht.

The yacht will maintain her course and speed.

Due to the prevailing conditions the yacht lights are considered to be visible to a maximum range of 3.0
miles.

Using Worksheet Q2, or other suitable means, determine EACH of the following:

(i) course to the required position; (12)

From the Plot: Course = 118°T

(ii) relative bearing at which the yacht lights are predicted to be sighted. (6)

From the Plot: True Bearing at which yacht’s lights should be sighted = 145°T

Relative Bearing = True Bearing – Ship’s Head = 145° – 118° = 027°or 27°G
3. Australian medical officials have advised that the injured yachtsman should be hospitalised as a
matter of urgency.

(a) Explain EACH of the relevant medical terms:

(i) Medico; (4)

From IAMSAR Manual Vol 3 - Glossary:

MEDICO:
Medical advice. Exchange of medical information and recommended treatment for sick or injured
persons where treatment cannot be administered directly by prescribing medical personnel.

(ii) Medevac. (2)

From IAMSAR Manual Vol 3 - Glossary:

MEDEVAC:
Evacuation of a person for medical reasons.

(b) The injured person has been transferred to own ship and own ship is now diverting to Fremantle. ETA
1900 hours, 19th April. A helicopter will be used to transfer the injured person to shore.

At 0800 hours, 18th April, the Master chairs a meeting with the Deck Officers and Chief Engineer to
discuss aspects of the forthcoming ship/helicopter rendezvous.

State the topics to discuss at this meeting to prepare for the forthcoming rendezvous. (12)

Bridge preparation considerations prior to operation:

• Risk assessment, inc preparation / verification of checklists
• Rendezvous area and ETA
• Obtain helicopter specifications and rendezvous plan / procedure (e.g. landing or hoisting)
• Amend Voyage Plan, inc Contingency Plans
• Reporting requirements
• Bridge Team determined
• Bridge team experience, briefings and training
• Notice to E.R. of SBE requirements
• RAM signals tested
• Met forecast
• Lighting requirements assessed and tested
• Communications tested
• Documentation prepared
• ISPS considerations
• Helicopter drills
• D.P. wind sensors

Other on board considerations

• Departing personnel briefings
• LSA and FFA equipment prepared and tested
• Helicopter safety / handling equipment checked
• Deck area prepared, inc helicopter markings
• Deck team briefings and training
• Cargo venting requirements assessed
• Rotary blades, radius / down draught
• Loose objects on deck
• Static discharge
• Aerials / rigging
• Winch hook / wire
• Accidents: fire / explosion / ditching / fuel leak
• Funnel smoke
• Noise, affecting communications
• Passengers / watchers
• Stability (small vessels)
• Experience of personnel in deck parties
• Dangerous Goods

Sampling of six considereation related to bridge preperations and six other onboard consideration
should satisfy the requirements of this question.

(c) At 1815 hours, 19th April, initial communication is established with the helicopter.

Outline the information that should be exchanged between the ship and the helicopter prior to the
commencement of the rendezvous operation. (12)

From IMASAR Manual Vol 3 – Section 2 – Rendring assisatnce:

Information to be exchanged:
• Position of Ship and Helicopter
• Course and speed of ship and helicopter
• present relative wind direction and speed across ship’s deck
• the pitch, roll, sea, and spray conditions at the operating area of the ship
• Dimensions and detials of the landing or winching area as applicable
• ETA of the helicopter at the vessel
• Is the following ready on the vessel:
o Ship
o Deck Party
o Area clear of unnecessary personnel
o FF Equipment ready
o Confirm no obstructions in landing/winching area
o Passangers have been briefed if applicable
• Course and speed required for the ship to maintain or if required any alterations to course or
speed.
4. The ship is to transit the Prince of Wales Channel, Torres Strait.

The Admiralty Sailing Directions give warnings of "strong tidal flow" and "shallow water and numerous
reefs in close proximity to the Traffic Scheme" in the channel.

The Admiralty Tide Tables give details of the rate and direction of the tidal streams.

(a) In preparation for the Torres Strait transit, using Worksheet Q4 or graph paper, construct a Tidal
Stream Curve for the 28th August. (16)

From ATT:

27th Aug:
2126 – Slack

28th Aug:
0023 - -4.8
0322 – Slack
0618 – 4.9
0903 – Slack
1240 - -7.8
1614 – Slack
1907 – 5.5
2208 – Slack

29th Aug:
0108 - -5.4
 260 080

7 6 5 4 3 2 1 1 2 3 4 5 6 7
0 0

2 2

4 4

6 6

8 8

10 10

12 12

14 14

16 16

18 18

20 20

22 22

24 24

(b) Outline EACH of the following:

(i) the function and presentation of the ECDIS 'Safety Contour' setting to assist in the transit;(7)

Function:
• The primary safety feature in ECDIS.
• Equivalent to a No Go line.
• Set by the user to mark the boundary between safe and unsafe water

Presentation:
• Shown emphasised over all other contours
• Uses the next deepest contour (or boundary of depth area) in the chart

(ii) the function and presentation of the ECDIS 'Safety Depth' setting to assist in the transit. (7)

Function:
• Set by the user.
• ECDIS emphasizes soundings equal to or less than the safety depth whenever selected for display.
• Affects the display of sounding colours

Presentation:
• Soundings shallower appear in black
• Soundings deeper appear in grey
5. At 1500 hours, 28th June, during a Great Circle passage between Melbourne, Australia and Durban, S.
Africa, the ship experiences a total failure of its Global Navigation Satellite System receiver whilst in
position 51 °00'S 110°30'E.

(a) Outline the difficulties of monitoring the ship's position for the remaining ocean passage without
access to GNSS data. (10)

Difficulties in monitoring ship’s position without access to GNSS data:

• Heavy cloud cover is likely to continue throughout the passage due to the time of the year, thus
reducing the availability of celestial bodies.
• The Sun’s altitude is likely to be low as the vessel is in the southern hemisphere and the
declination of the Sun in North.
• Strong winds and moderate to heavy swells are likely to continue resulting in difficulties while
carrying out celestial observations leading to the introduction of random errors.
• Polaris cannot be used for observations as it’s not visible from the vessel’s latitudes during her
passage.
• Soundings and Continental shelves cannot be used to confirm ship’s position except towards the
final legs of the ship’s passage.
• Terrestrial bodies such as islands and land masses are not available throughout the ocean
passage, therefore coastal navigation techniques cannot be used.

(b) The OOW undertakes stellar observations at evening twilight 28th June and calls the Master to the
Bridge as the resulting observation plot does not clearly establish the ship's position.

Datasheet Q5 indicates the OOW's plot, based on the following details:

• DR 51°06'S 109°35'E;
• Ship steering 260°T at service speed;
• Position lines all run to 1645 hrs.

The star observations are:

Star Ship Time Intercept Bearing

A 1640 hours 3.6' Towards 045°T
B 1645 hours 2.8' Away 031 °T
C 1650 hours 1.9' Away 240°T
D 1654 hours 2.0' Towards 350°T

The OOW informs the Master that heavy cloud cover limited the star availability but all the stars
observed were of a suitable altitude. Also, strong head winds, drizzle and a moderate swell were being
experienced during the observation period.

Reworking the calculations and the plot confirm the OOW's initial results and no apparent errors were
found.

(i) State, giving reasons, whether it would be appropriate to determine a Most Probable Position for the
observation. (8)

As the vessel was experiencing strong head winds, drizzle and a moderate swell during the observation
period, it is highly likely that random errors were introduced into the observation therefore it is not
appropriate to determine an MPP for the following reasons:
 • MPP method assumes no random errors exist
• MPP method assumes that the value of the error is consistent across all observations, i.e. all
towards or all away at the same value.

(ii) Outline the factors to be taken into account when determining the 1645 hours position:
(16)

Factors to be taken into account:

• Heavy cloud cover is likely to make the OOW make the observation hastily in gaps in addition to
introducing the possibility of misidentifying stars
• Strong head winds and moderate swell are likely to affect the ship speed, thus making the runs
inaccurate.
• Star B position line is inconsistent with the remaining position lines, making it more likely that a
random error exists for this particular star observation
• The bearings of stars A & B are quite close which is undesirable when making a star observation
• Due to the close bearings and the inconsistency with the other three observations, Star B plot can
be ignored and an MPP resolved for Stars A,C & D
• Confirming the suitability of observation period:

Sunset Civil Nautical

LMT 1601 1641 1723 (28th June)
LIT -0718 -0718 -0718
OBS GMT 0843 0923 1005 (28th June)
Zone +07 +07 +07
OBS Ship time 1543 1623 1705 (28th June)

Likely observation time from 1603 till 1644

Therefore, the observation was mostly taken after the end of the likely observation period leading to
poor quality of the horizon as the sky gets darker.

(iii) Determine the observed stellar position at 1645 hours. (6)

Star B can be ignored as it is clearly inconsistent with the other stars.

As an MPP is not appropriate, the best two stars should be considered, and the position determined
based on the intersection of their position line.

Star A & C are on opposite sides of the DR, it is clear that an adjustment (reduction) of speed used in
calculation would bring the two PLs to intersect at an approximate point (Shown as X in the solution)
which should be taken as the most likely position.
Quote from the Marker’s Report:

“the supplied plot was a ‘Datasheet’ and not a ‘Worksheet’ which clearly indicated that no further
plotting was necessary, the required information could simply be extracted from Datasheet Q5”
July 2022

Attempt ALL questions

Marks for each question are shown in brackets

All questions relate to a 30,000 dwt Product Tanker on a single voyage charter from Namibe, Angola,
to Charleston, U.S.A. The ship is chartered to complete the sea passages at its most economical
speed 11.0 knots.

1. The planned ocean passage is by Rhumb Line, using waypoints:

Dep Namibe 15º10'S 12º00'E.
Arr Charleston 32º45'N 79º45'W.

(a) Calculate EACH of the following:

(i) the course of the Rhumb Line passage;

A: Lat: 15º10'S MP: 914.7S Long: 12º00'E

B: Lat: 32º45'N MP: 2069.0N Long: 79º45'W
DLat: 47º55'N DMP: 2983.7N Dlong: 91º45'W
DLat: 2875N DMP: 2983.7N Dlong: 5505'W

Tan Co = Dlong / DMP = 5505/2983.7 = 1.84502

Co = N61.5W = 298.5º (Rounded up to the nearest half degree – course in full precision is: 298.4576123)
(Remark: Above course should not be used rounded up in the next step but used to full precision or at
least 5 decimal places!)

(ii) the distance of the Rhumb Line passage.

Distance = Dlat / Cos Co = 2875 / Cos 298.4576123 = 6033.5 nm

(b) To enable the maximum cargo to be loaded at Namibe, the Charterer requires the Master to ensure
that the transit of the North Atlantic Seasonal Tropical Zone is completed prior to the commencement of
the ‘Summer’ period.

With regard to the intended Rhumb Line passage and with reference to Datasheet Q1:

(i) state the date and time by which the transit of the North Atlantic Seasonal Tropical Zone must be
completed;

From Worksheet Q1:

Summer – 16th July to 31 October

Date and time transit must be completed:

16th July – 00:00 UT

(ii) calculate the distance from the commencement of the ocean passage to clearing the North Atlantic
Seasonal Tropical Zone;

From Worksheet Q1:

Upper limit of North Altantic Seasonal Tropical Zone is 20º N
Dep Lat: 15º10'S
Upper limit Lat: 20º00’N
Dlat: 35º10’N
Dlat: 2110’N

Distance = Dlat / Cos Co = 2110 / Cos 298.45763 = 4428.0 nm

(iii) calculate the latest time, Angola Standard Time, to commence the ocean passage to meet the
Charterers requirements.

Note: Assume that UT applies to all Loadline times and dates.

Passage Time (PT): 4428 nm / 11.0 kts = 402.54912 hrs = 16D 18H 33M

Transit completed UT: 16th July @ 00:00

Transit completed UT: 15th July @ 24:00
Passage Time: -16 days 18:33
Dep UT: 29th June 05:27
Time Diff Angola: + 01:00
Dep Angola ST: 29th June 06:27
Dep Angola ST: 29th June 06:00 (To the Nearest Hour)

2. The requirements for the carriage of nautical charts, publications and equipment are laid down by
SOLAS Ch V, as detailed in relevant Statutory Instruments and current Marine Guidance Notices.

(a) State the THREE specified requirements relating to the scale and content of a navigational chart.

From MCA Annex 3 - Nautical Charts and Publications

The charts or ECDIS referred to in Regulation 19.2.1.4 must be of such a scale and contain sufficient
detail as clearly to show:
 1. all navigational marks which may be used by a ship when navigating the waters which are covered
by the chart;
2. all known dangers affecting those waters; and
3. information concerning any ships' routeing and ship reporting measures applicable to those
waters.

(b) In addition to nautical charts, list the publications that are considered to satisfy the carriage
requirements of UK Regulations.

From MCA Annex 3 - Nautical Charts and Publications

The following publications are considered to satisfy the requirements of Regulation 19.2.1.4

1. International Code of Signals (IMO)

2. IAMSAR Manual Vol.III
3. Mariners' Handbook (UKHO)
4. Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
5. Notices to Mariners (UKHO)
6. Notices to Mariners – Annual Summary (UKHO)
7. Lists of Radio Signals (UKHO)
8. Lists of Lights (UKHO)
9. Sailing Directions (UKHO)
10. Nautical Almanac
11. Navigational Tables
12. Tide Tables
13. Tidal Stream Atlases
14. Operating and Maintenance Instructions for Navigational Aids carried by the Ship

(c) One of the criteria of the carriage of radio equipment is the type of voyage that a ship undertakes.
Outline the FOUR sea areas pertaining to the carriage of radio equipment.

GMDSS Sea Areas:

Sea Area A1:

This area is within coverage of VHF coast stations where digital selective calling alert (DSC) is available
(CH. 70/156.525 MHz). Typically, this area could extend 30 to 40 nautical miles from a coastal radio
station.

Sea Area A2:

This excludes Sea Area A1 and provides coverage of at least one MF coast station and continuous DSC
(2187.5kHz) alerting is available. This area typically extends up to 180 nautical miles offshore during
daylight hours and 150 nautical miles offshore during night time hours.

Sea Area A3:

Excluding Sea Areas A1 & A2, this area is within coverage of INMARSAT geostationary satellites. This area
covers 70-degrees North Latitude and 70-degrees South Latitude.

Sea Area A4:

This area excludes Sea Area’s A1, A2 & A3 and is essentially the polar regions. This covers 71-degrees
North Latitude and above 71-degrees South Latitude.

(d) List the items of GMDSS equipment that should be carried for the specified voyage.

The specified voyage takes the vessel through areas A1, A2 & A3

GMDSS equipment carreid should be as per the table below:

GMDSS Sea Radio and Satellite communication
Automatic and portable radio equipment
Area equipment
VHF radio – DSC and RT 406 MHz EPIRB (Emergency Position
Indicating Radio Beacon)
NAVTEX receiver - Automatic reception
A1
of MSI (Maritime Safety Information) SART (Search And Rescue Radar
Transponder)

MF radio – DSC and RT 406 MHz EPIRB

A2 Plus SART

The equipment included for Sea Area A1

HF (High Frequency) radio – DSC 406 MHz EPIRB

Or SART

INMARSAT – Satellite Communication

Plus
A3
System for reception of MSI in Sea Area
A3 (EGC or Radio Telex)

Plus

The equipment included for Sea Areas A1

& A2
3. To check the Bridge navigational equipment, the OOW obtains a celestial observation of the SUN
during the morning watch, 29th June, in calm, clear conditions.

Observation details:

GNSS position: 14º 21.3’S 010º 29.6’E.

Universal Time: 08:31:22.
Sextant Altitude of Sun’s LL: 33º47ʹ.8 at observed bearings 049ºG and 055ºC.
Height of eye: 10.3m.
Index Error: 0.1ʹ Off the arc.
Variation: 8ºW.

(a) Calculate the intercept and bearing of the SUN.

UT: 08:31:22 – 29th June

Observation Lat: 14º21.3’S, Long: 10º29.6’E

GHA (8h): 299º 09.9’ DEC: 23º 13.8’ N

Incr (31:22): 7º 50.5’ d(-0.1): -0.1
C.GHA: 307º 00.4’ C.DEC: 23º 13.7’ N
Long (E+): 010º 29.6’
LHA: 317º 30.0’

Cos CZD = (Cos 317º 30.0’ x Cos 14º 21.3’ x Cos 23º 13.7’) – (Sin 14º21.3’ x Sin 23º 13.7’)
CZD = 56º 02.5’

Sext Alt: 33º 47.8’

I.E (Off+): +0.1’
Obs Alt: 33º 47.9’
DIP (10.3m): -5.6’
App Alt: 33º 42.3’
T.Corr: +14.6’
T. Alt: 33º 56.9’
-90º
TZD: 56º 03.1’
CZD: 56º 02.5’
Intercept: 0.6’ Away

A = Tan Lat / Tan LHA = Tan 14º 21.3’ / Tan 317º 30.0’ = 0.27929N
B = Tan Dec / Sin LHA = Tan 23º 13.7’ / Sin 317º 30.0’ = 0.63528N
C = A + B (Same sign) = 0.91457N

Tan Az = 1 / (C x Cos Lat) = 1 / (0.91457 x Cos 14º 21.3’)

Az = N 48.5º E
T.Brg = 048.5º T

(b) Calculate the gyro compass error and the deviation of the magnetic compass.

G. Brg: 049º G C. Brg: 055º C

T. Brg: 048.5º T T. Brg: 048.5º T
G. Err: 0.5º H T. Err: 6.5º W
Var: 8.0º W
Dev: 1.5º E

(c) State, with reasons, the apparent reliability of the GNSS at the time of the celestial observation.

The conditions of the celestial observation are ideal:

• Clear Skies enabling the OOW an uninterrupted observation of the sun
 • Calm seas, not subjecting the vessel to rolling/pitching thus enabling the introdcution of random
errors
• Sun Altitude between 15 & 45 degrees, no abnormal refraction should be expected and the Sun’s
altitude is not too high for an accurate observation.

As the intercept is only 0.6’, the apparent reliability of the GNSS at the time of the celestial observation
is likely to be high.
4. During the ocean passage warnings are received from the US National Hurricane Centre regarding the
movement of a Tropical Revolving Storm (TRS).

(a) Sketch a plan view of a North Atlantic TRS, naming all the features of the storm and its movement.

(b) State the on board meteorological and oceanographical indicators of a possible TRS.

Visual Observations

Swell: The first visible indicator in deep open waters is the exceptionally long swell approaching from
the general direction of the origination point of the storm. The swell moves at a reasonably high speed
and may be detected at distances of up to a thousand miles.

Wind: The next sign is the wind. In areas where a TRS develops, the trade wind pattern is generally
followed by winds. The presence of a TRS in a region changes the wind and the force and direction will
be different to that of the predominant trade wind in the region.

Clouds: The point of convergence of cirrus clouds, when they first appear, indicates the direction of the
storm center. If this point remains steady, the storm is approaching the observer's position. However, if
this point shifts slowly in any direction, it indicates that the storm will pass to that side of observer.

Pressure: All readings should be corrected for height, latitude, temperature, index error and diurnal
variation.
The following apply in all cases:
• Corrected barometer reading 3mb/hPa or more below the mean for the time of the year -
suspicion is aroused.
• Corrected barometer reading 5mb/hPa or more below the mean for the time of the year - little
doubt about the existence of storm in the vicinity.
• Cessation in diurnal variation - possibly a malfunctioning barometer.
(c) The ship comes under the influence of the TRS and the Master needs to take action to safeguard the
ship and personnel.

The following meteorological conditions are noted:

Wind NE Force 6.
Pressure falling slowly.
Swell from SSE.

The US National Hurricane Centre predict that the TRS will continue on its present course 300ºT and
increase speed to 9.0 knots.

The ship is not navigationally restricted.

(i) Outline the relative position of the ship in relation to the TRS.

Using buy ballot Law, vessel is in the northern hemisphere, Wind NE, centre of TRS should be 10 to 11
points from wind direction measured from the NE southwards, this information correlated with the
direction of swell (SSE) indicates that the relative position of the vessel is NNW of the TRS.
The force of the wind (Force 6) indicates vessel is about 200-250 from the centre of the storm.

(ii) Outline how a prudent Master should manoeuvre the ship in light of the predicted path of the TRS
and the ship’s relative position.

TRS is on a course of 300ºT, vessel is 200-250 nm NNW of the storm centre, vessel is in the Dangerous
Semi circle, likely to be in the dangerous quadrant, vessel should be set on a course to put the Wind 1-4
pts. on stbd bow and alter course to starboard as the wind veers

(d) Subsequently, the OOW advises the Master that the air pressure is now showing a marked fall and the
wind is now Force 8 and ‘veering’ rapidly.

(i) Outline the relative position of the ship in relation to the TRS.

Vessel is still in the dangerous semi circle, as per the wind force, vessel is estimated to be 100-200 miles
from the storm center. As the wind is veering rapidly with a marked fall of air pressure, vessel is likely to
be close to the storm center, hence likely to be about 100 nm from the center.

(ii) State, giving reasons, whether the action outlined in Q4(c)(ii) remains the most effective course of
action.

Changes reported by the OOW are to be expected as the storm center approaches the position of the
vessel, as the vessel is still in the dangerous semi circle, the course of action outlined in (c)(ii) remains
the most effective course of action.

5. A section of the Charleston pilotage passage requires the ship to maintain a constant radius turn to
port, to maintain position within the dredged channel.
The Port Authority has positioned a beacon at the centre of the turn radius to assist in position
monitoring. A Parallel Index is to be plotted, using the beacon as the reference point (PI Ref).

The planned passage is:

Approach track 325ºT, ship speed 8.0 knots.

PI Ref abeam x 1.6 miles, commence the port turn of constant radius of 1.6' from the PI Ref.

PI Ref bearing 130ºT x 1.6' complete port turn, required track 200ºT, distance 2.0 miles to the required
position off the berth.

The ‘Wheel Over’ position for the port turn is 1.5 cables prior to the commencement of the turn.
The ship will commence reducing speed at a distance of 8 cables prior to the required position off the
berth.

The radar will be set on the 3 mile range, North Up, relative motion.

(a) Using Worksheet Q5:

(i) construct the required Parallel Indexing for the stated passage;

See Plotting Sheet

(ii) indicate the position of the beacon on the Parallel Indexing for the ‘Wheel Over’ position;

See Plotting Sheet

(iii) indicate the position of the beacon on the Parallel Indexing for the commencement of the speed
reduction.

See Plotting sheet

(b) During the port turn, the PI Ref is observed bearing 186ºT x 1.7'.

Outline the required action to bring the ship back to the planned track as quickly as possible.

Vessel should increase the ROT as the turn radius is larger than required.

(c) Explain why Parallel Indexing should not be the only method of monitoring the ship’s position during
the turn to port.

The PI is taken from a beacon which is not a reliable position fixing mark, vessel is in very close
proximity to berth and shore, visual references to shore features should be utilised in addition to rader
monitoring.
March 2022

All questions refer to a car carrier, LOA 200 m, Service Speed 22.0 knots, on Time Charter between
South Korea and Australia.
The Charterer has advised the Master that the forthcoming voyage will be from Daecheon Hang,
S.Korea to Darwin, Northern Territories, and Brisbane, Queensland, Australia.

Q1:
SOLAS Chapter V specifies the legal aspects regarding Safe Navigation.

(a) Outline EACH of the following:

(i) the Master's legal obligation regarding a Voyage Plan; (8)
(ii) the FOUR specific requirements of a planned route. (8)

(b) The Charterer advises the Master that, due to the urgency of the cargo delivery, he is to plan a
passage of the shortest possible route, not to deviate whilst on passage and to maintain service speed at
all times.

Outline the Master's legal protection, as specified in SOLAS Chapter V, regarding non-compliance with
the Charterer's instruction. (8)

(c) It is intended to compile the Passage Plan using the ship's approved ECDIS equipment. However, full
coverage of Indonesian waters is not available on the ship's Electronic Navigation Charts (ENC).

Outline the key points of the current MCA guidance when operating approved ECDIS equipment in the
Raster Chart Display System (RCDS) mode. (6)

(d) Outline the purpose and details of CATZOC on Electronic Navigational Charts (ENC). (10)

Solution:

Q1 – (a) SOLAS V/34

(i) ‘Prior to proceeding to sea, the Master shall ensure that the intended voyage has been
planned using the appropriate nautical charts and nautical publications for the area
concerned, taking into account the guidelines and recommendations developed by the
Organization.
(ii) The voyage plan shall identify a route which:
• accounts for any relevant ships' routeing systems
• ensures sufficient sea room for the safe passage of the ship throughout the voyage
• anticipates all known navigational hazards and adverse weather conditions
• takes into account applicable marine environmental protection measures and avoids
actions and activities which could damage the environment.
(b) The owner, the charterer, or the company operating the ship (or any other person), shall not
prevent or restrict the master from taking any decision which in his/her judgement is necessary for safe
navigation and protection of the marine environment.

(c) MGN 285 – key points

Risk assessment to be completed prior to using ECDIS in the RCDS mode for primary navigation,
based on:
• a vessel’s physical dimensions
• hydrostatic characteristics
• area of operation

Risk assessment:
• Must address risks to own ship, other ships and environment
• Should ensure all hazards have been identified and a system to manage the risks is
established on board
(d) Category of Zone of Confidence of Data (CATZOC) provides a visual indication of data accuracy and
the type of survey conducted for an area. Shown on ECDIS as a symbol denoting accuracy for each area -
and rated A1, A2, B, C, D or U. It provides visual information, i.e.:
• Position accuracy from A1 to U [i.e. respectively 5m, 20m, 50m, 500m, > 550m and U unassessed]
• Depth Accuracy
• Seafloor coverage by survey
• Survey Characteristics
(just FYI)

A A2 B C D U
Q2:

The ship completes cargo operations at the port of Daecheon Hang, S. Korea (ATT Pacific and Atlantic
Index No 7501) and is preparing to go to sea on the evening of the 24th July.

The departure drafts are noted as For'd 7.8 m and Aft 8.0 m.

Company policy requires a squat allowance of 10% of the departure draft and the Master has stated that
a minimum UKC of 1.0 metre must be maintained at all times.

Immediately after the vessel clears the berth, the outbound pilotage involves a 40 minute transit of a
dredged channel. Charted depth of dredged channel 5.6 m. The pilot advises that the vessel should enter
the channel TWO hours before the evening High Water.

(a) Determine EACH of the following:

(i) the minimum height of tide required to pass through the channel; (5)
(ii) the intended time to clear the berth to meet the Pilot's advice. (5)

(b) During the pre-departure equipment tests, a fault is detected with the vessels steering system which
needs to be rectified prior to leaving the berth.

Determine the latest time that the vessel can safely commence the channel
transit on the subsequent ebb tide. (10)

(c) The vessel clears the port and commences the sea passage at 0230 hrs (South Korean Standard Time)
on the 25th July.

To programme future port operations, the charterers require notification of the anticipated arrival times
at the Australian ports.

The voyage plan indicates: Daecheon Hang to Darwin 3113 miles;

Darwin to Brisbane 2057 miles.

Port operations in Darwin are estimated to take 18 hours to complete.

Determine EACH of the following:

(i) the ETA Darwin (Standard Time); (8)
(ii) the ETA Brisbane (Standard Time). (8)
 Solution:

(a) (i) To avoid ambiguity in the question (i.e. does the Master’s 1 m UKC include the company 10%, i.e.
use whichever is greater, or, does the Master want the UKC considered after the 10% squat is applied.
Assume the latter as the 1m should still be achieved even with squat.

Required HoT = 4.2 m

(ii) Dep evening 24th July Time zone UT + 9h

Daechon Hang (7501) 2ndry Port
Inch’on 7486 – Standard port
 Time Height
HW LW HW LW
0105
Std Port th 0731 6.8m
(25 )

SC (reverse +/- Std Port +0.1

)

Differences -1h 33m -0h 56m -2.3

SC (apply +/-) 2ndry Port +0.1

2332
2ndry Port th 0635 4.5m
(24 )

Duration 7h 03m

Depart 2h before HW, i.e. 2332 – 2h

So, clear berth at 2132 Standard Time

(b)

See table in Part (a)

Time interval is more than 7 hours, therefore in the absence of the Harmonic constant calculation
method, we should sail on the next appropriate HW and seek the pilot’s advice regarding berth clearing
time as previously.

NB time interval on the following ebb tide is within range, but is not the subsequent ebb tide, and the
HW HOT would be inadequate.

(c) (i)
Distance = 3113 NM
Passage Time = 3113 / 22 = 141.5h =5d 21.5h
Sea Pass ST 0230 25 July
(Question states 40 minutes time
UT 1730 24 July
Time 2130h 5d before dredged channel which
Arr Darwin UT 1500 30 July would be prior to commencing sea
+930
Arr Darwin ST 0030 31 July
(ii)
Distance = 2057 NM
Passage Time = 2057 / 22 = 93.5h = 3d 21.5h
Darwin Operations = 18h
Arr Darwin ST = 0030 31 July
Dep Darwin ST = 1830 31 July
Dep Darwin UT (-930) = 0900 31 July
Passage = 2130 3d
Arr Brisbane UT = 0630 04 Aug
+10h
Arr Brisbane ST = 1630 4 Aug
Q3

After departure from Daecheon Hang, meteorological warnings regarding the movement of a TRS have
been received.

At 0600 hours on the 26th July, UT, information is received that the TRS is now in position 18°00'N
118°00'E. The storm is presently heading 040°T at 10 knots and has an area of influence of 250 miles.
0600/26 UT ship position 27°30'N 127°00'E, course 174°T at service speed.

(a) Calculate the bearing and distance of the TRS from the ship at 0600/26 UT. (8)

(b) Using Worksheet Q3, show EACH of the following:

(i) the ship positions at 0600/26 UT and DR position at 0600/27 UT; (4)
(ii) the TRS position at 0600/26 UT; (2)
(iii) the possible area of influence of the storm during the period 0600/26 to 0600/27 UT. (8)

(c) At 0700 hours on the 26th July, UT, the Master chairs a meeting with the Navigation Officers to
debate the options available to manoeuvre the ship to safety.

State the factors to consider and the advisability for undertaking EACH of the following options:
(i) continue on passage; (6)
(ii) take shelter in the lee of Okinawa Island; (6)
(iii) steer due North; (6)
(iv) steer to pass North of Taiwan and enter Taiwan Strait; (6)
(v) pass North of Okinawa and then steer a SE'ly course. (6)

Solution:

(a)
0600/26th UT Lat DMP D’long
Ship 27 30’N 1706.46 127 00’E
TRS 18 00’N 1090.99 118 00’E
D’ 09 30’S 615.47 9 00’W
570’S 540’W

Tan Co = D’long / DMP = 540 / 615.47 = S 41.26301 W = 221.3 T

Dist = D’Lat / Cos Co = 570 / Cos 41.26301 = 758.3’
Brg = 221.3T
Dist = 758 NM

(b) (i) Looking at marks allocated, advised course and speed, using chart scale would have sufficed,
however…
0600/26th UT Lat DMP D’long
Ship 27 30’N 1706.46 127 00’E
D’ 8 45.1’S 568.41 00 59.7’W
DR 06/27th 18 44.9’N 1138.05 126 00.3’E

D’Lat = Dist Cos Co = 528 x Cos 174 = 525.1’S

D’long = DMP Tan Co = 568.41 x Tan 174 = 59.7’W
Co = 174 T
Dist = Service Speed x 24h = 22x24 = 528 NM

(ii) See Chart

(iii) TRS influence 250’/60 = 4 10’, TRS 24h Dist = Speed 10 x 24 = 240 NM (6 degrees)
240’ + 250’ = 490’, extended 40 degrees either side of predicted course (040) from 0600/26.

(c)
(i) Heading straight into the likely path of the TRS. Most likely places the ship on the path or into the
Dangerous Quadrant. Only potential benefit would be open seas with potential sea room. Very
dangerous and not advisable.
(ii) Obtaining a lee from Okinawa could alleviate the effects of the worst of the swell and possibly
the storm surge. TRS is likely to continue North Easterly so likely to remain in a dangerous
position. The extent of the shelter provided by islands and potentially restricted access to
necessary sea room in emergencies would need to be risk assessed, otherwise a potentially good
option for consideration.
(iii) Heading north away from the storm takes into more open seas (although still limited) for
navigating and as sea temp will begin reducing, it may lessen the storm’s intensity. Will likely
keep vessel in the Navigable semicircle, particularly if the TRS continues recurving. A possible
option.
(iv) Heading directly towards the storm into relatively narrow and confined waters, fed by the warm
Kuro Shio current. Not advisable.
(v) While this may lead into open navigable waters, it will almost certainly place the ship in the
Dangerous Semi circle (likely dangerous quadrant). Dangerous, not advisable.
Q4:
The planned track through Indonesian waters transits areas of numerous, low lying, islands. Terrestrial
navigation aids are limited and unreliable. Precise and accurate navigation is required.

(a) Current Marine Guidance Notice gives recommendations regarding the use of electronic navigational
aids.
(i) State the FIVE checks that are outlined when using radar for position fixing and monitoring. (10)
(ii) Outline the recommended method for ensuring that the radar display heading marker is correctly
aligned with the heading of the ship. (8)

(b) The planned track, 180°T, will pass 5.0 miles west of an isolated shoal. At twilight, whilst
approaching the area during good weather and clear visibility, the OOW obtains 3 positions by
independent means.

The GNSS position shows the ship 0.2 miles to the west of the planned track.

The morning star position shows the ship 1.1 mile to the east of the planned track.

The radar position, obtained by long range scanning, shows the ship 1.6 miles to the west of the planned
track.

State, giving reasons, which position a prudent navigator would assume to be the most relevant. (5)

(c) Parallel Indexing is to be used during a passage of restricted waters through an island chain.

An appropriate reference point, Bandu Island, has been identified and the nominated radar will be set on
the 3 mile range scale.

The planned approach track is 167°T.

When Bandu Island is on the starboard beam, range 1. 9 miles, the planned track is altered to 180°T.

When Bandu Island is bearing 283°T, range 1. 9 miles, the planned track is altered to 205°T to clear the
island chain.

(i) Using Worksheet Q4, draw the Parallel Index lines for the passage. (15)
(ii) Bandu Island first appears on the nominated radar bearing 210°T x 3.0'.
State the action required to resume the planned track. (4)

Solution:

(a)
(i) When using radar for position fixing and monitoring, check:
• identity of fixed objects
• radar’s overall performance
• gyro error and accuracy of the heading marker alignment
• parallel index lines are correctly positioned on a suitable display
• accuracy of the variable range marker, bearing cursor and fixed range rings

(ii) Check HM aligned with true compass heading of ship by ensuring HM aligned with F&A line.
• Use small target visually sighted at edge of range scale.
• Remove misalignment as per equipment manual.
• Do not align using berth alignment or use bearings of targets close to vessel, indistinct
targets, or targets unidentified both visually and by radar
(b)
(ii) Bandu Is appears at 210 T x 3.0’
Action to resume track. Vessel is to East of the required position, so should alter course to starboard to
bring back on track, e.g. adjust to more than 170 T would bring her on track ahead of the coming
alteration, i.e. 180 T.
Q5:
The passage from Darwin to Brisbane transits the Torres Strait.

The Master requires to pass Hammond Rock lighthouse between sunrise and sunset and during a tidal
stream not exceeding 3.0 knots.

(a) With reference to Datasheet Q5, determine the Standard Times of sunrise and sunset on the 2nd
August, at Hammond Rock lighthouse. (10)

(b) Using Worksheet Q5, identify the time periods that meet the Master's requirements to pass Hammond
Rock lighthouse. (20)

Solution:

(a)
Sunrise Sunset
LMT 0623 (2nd Aug) 1750 (2nd Aug)
LIT (142 13/15) - 9h29m 9h29m
UT 2054 (1 Aug) 0821 (1 Aug)
Time Zone UT+ 10h 10h
Std Time 0654 (2nd Aug) 1821 (2nd Aug)

Sunrise 0654, Sunset 1821 on 2nd August

(b)
Times less than 3 knots during daylight:
• Sunrise 0654 until 0800 – can transit
• 1030 until 1300 – can transit
• 1800 until 1821 (21 minutes would be insufficient for transiting Torres Strait)
December 2021

All questions refer to a 30,000 gt general cargo ship undertaking a voyage from Auckland, New
Zealand, to Puerto Montt, Chile. The ship will be loaded to the Summer displacement and will be at
service speed 16.5 knots

Q1.
The intended sea passage is:
Auckland Pilot Station, coastal, 56 miles to waypoint 36⁰ 10ʹS 175⁰ 30ʹE;
Rhumb Line to NW limit of ‘Southern Winter Seasonal Zone’;
Parallel Sailing until the ship can enter the Southern Winter Seasonal Zone as soon as the Summer period
applies;
Great Circle to 41⁰ 30ʹS 74⁰ 30ʹW;
Coastal, 40 miles, to Puerto Montt Pilot Station.

(a) Assuming that UT applies to all Seasonal Loadline dates, with reference to Datasheet Q1, state the
earliest time and date, UT, that the vessel can enter the Southern Winter Seasonal Zone. (5)

(b) The ship is to disembark the Auckland Pilot at 0800 hours, Standard Time, 10th October. With
reference to Datasheet Q1, calculate EACH of the following:
(i) the distance to steam prior to commencing the Great Circle; (10)
(ii) the position that the Great Circle can be commence; (20)
(iii) the total distance of the passage. (10)

Solution:

a) 16th October @ 00:00 UT

b) i)

ETD Oct 10 08:00 ST

TD 12:00 –
ETD 09 20:00 UT
SWSZ Oct 15 24:00 UT
PT 06 04:00
PT 148:00

Dis = Sp x T = 16.5 x 148:00 = 2442.0 NM

ii)

Coastal 56.0 NM

Lat MP Long
WP 36⁰ 10ʹ S 2316.55 S 175⁰ 30ʹ E
SWSZ 33⁰ 00’ S 2086.78 S 170⁰ 00’ W
D 03⁰ 10’ N 229.77 N 014⁰ 30’ E
D’ 190.0 N 229.77 N 870.0 E

Tan Co = DLong / DMP, therefore Co = Tan-1 870/229.77 = 75.20578

Dis = DLat ÷ Cos Co = 190/Cos 75.20578 = 744.1 nm

Dis to steam parallel (Dep) = 2442.0 – 744.1 – 56.0 = 1641.9 nm

DLong = Dep ÷ Cos Lat = 1641.9 ÷ cos 33⁰ 00’ = 1957.7 ÷ 60 = 032⁰ 37.7’ E

SWSZ 33⁰ 00.0’ S 170⁰ 00.0’ W

D 00⁰ 00.0’ 032⁰ 37.7’ E
WP 33⁰ 00.0’ S 137⁰ 22.3’ W

WP 33⁰ 00.0’ S 137⁰ 22.3’ W

iii)
WP 33⁰ 00.0’ S 137⁰ 22.3’ W
WP2(GC) 41⁰ 30.0ʹ S 074⁰ 30.0ʹ W
DLon 062⁰ 52.3’ E

Dis = cos-1 (cos DLong x cos Lat A x cos Lat B) ± (sin Lat A x sin Lat B)
Dis = cos-1 (cos 062⁰ 52.3’ x cos 33⁰ 00.0’ x cos 41⁰ 30.0ʹ) + (sin Lat 33⁰ 00.0’ x sin 41⁰ 30.0ʹ)
Dis = 49⁰ 39.7’ = 2979.7 nm

Dis = 2442.0 + 2979.7 + 40.0 = 5461.7 nm

Q2.
(a) With the aid of Worksheet Q2(1), plot, on Worksheet Q2(2), the intended ocean passage, as
determined in Q1, from waypoint 36⁰ 10ʹS 175⁰ 30ʹE to waypoint 41⁰ 30ʹS 74⁰ 30ʹW. (20)

(b) Also on Worksheet Q2(2), sketch EACH of the following:

(i) the Peru (Humboldt) Current and the East Australian Current; (4)
(ii) the Sub Tropical Anticyclone (STAC); (2)
(iii) the prevailing air flow from the STAC that will affect the intended sea passage. (4)

(c) Outline the anticipated meteorological conditions of the ocean passage and how the prevailing wind
and currents may affect the ETA at Puerto Montt Pilot Station. (15)

Solution:
a)

b)

c)
The passage is largely through the Sub Tropical Anti Cyclone.
Light winds varying from northerly through variable to southerly in the circulation. Generally clear skies
and low precipitation.
Moderate temperatures.
Mid latitude depressions may be experienced during the latter part of the passage. with predominantly
strong north westerly winds, extensive cloud cover and precipitation, reducing the speed achieved.
A predominantly southerly swell from the strong winds around Antarctica is probable throughout the
passage which will reduce the speed achieved.
The East Australian Current does not affect the passage.
The Peru Current will give a northerly set toward the end of the passage requiring an offset and
extending the passage time.

Q3:

The fourth stage of the Voyage Plan, ‘Monitoring’, identifies that the primary means of position fixing
will be by the ship’s Global Navigation Satellite System, with Celestial Navigation as the secondary
means.

(a) With regard to position monitoring, outline the accuracy, availability and possible errors of EACH
of the following:

(i) GNSS; (7)

(ii) Celestial Navigation. (8)

(b) During the ocean passage, ship steering 090⁰T, at service speed, the OOW obtains the following
stellar observations:

Star Ship Time CZD TZD Bearing

SUHAIL 1852 hours 12º19.5ʹ 12º18.1ʹ 129ºT
SIRIUS 1900 hours 43º22.5ʹ 43º22.9ʹ 030ºT
RIGEL 1903 hours 38º45.5ʹ 38º46.0ʹ 283ºT
ALPHARD 1915 hours 83º22.6ʹ 83º21.4ʹ 185ºT

The 1900 hours satellite position of 32º58.0ʹS 158º33.0ʹW was used for the observation calculations.

Using Worksheet Q3, or other suitable means, plot the FOUR positions lines to represent 1900 hours
Ship Time. (16)

(c) Due to the inconsistencies within the FOUR stellar observations and with the satellite position, the
OOW calls the Master to the bridge. The OOW informs the Master that heavy cloud cover limited the
availability of stars for observation.

(i) State, giving reasons, the factors that the Master should consider when determining the ship’s
1900 hours position. (8)

(ii) Based on the factors in Q3(c)(i), state, giving reasons, the ship’s 1900 hours position. (4)
Solution:

a) i) GNSS:
Availability:
• Latitudes within system limits.
• Continuously.
Accuracy:
• <100m , <10m if DGPS available.
Sources of Random Error:
• Solar storms varying ionisation of upper atmosphere.
• Malicious or accidental signal interference.
• Input errors from ground stations.
• Low number of satellites above the horizon.
• Damage to satellites due to extreme solar radiation.
Sources of Systematic Error:
• Input error from ground stations.

ii) Celestial:
Availability:
• When cloud cover permits, and the horizon is visible.
• Twilight, planets and stars.
• Daytime, Sun, Moon, Venus, Jupiter.
• Throughout when cloud cover permits and an artificial horizon is available, all objects.
Accuracy:
• Approximately 1 NM in good conditions.
Sources of Random Error:
• Variations in refraction affecting the horizon or objects observed.
• Observational errors by the observer.
• Incorrect course and / or speed applied when transferring position lines.
Sources of Systematic Error:
• Sextant errors.
• Chronometer error.
• Errors in extraction of data.

b)
Star Ship Time Run time Run Dist CZD TZD Intercept Bearing
SUHAIL 1852 hours 8 min F 2.2 F 12º 19.5ʹ 12º 18.1ʹ 1.4 T 129º T
SIRIUS 1900 hours 0 min 0.0 43º 22.5ʹ 43º 22.9ʹ 0.4 A 030º T
RIGEL 1903 hours 3 min B 0.8 B 38º 45.5ʹ 38º 46.0ʹ 0.5 A 283º T
ALPHARD 1915 hours 15 min B 4.1 B 83º 22.6ʹ 83º 21.4ʹ 1.2 T 185º T

Drawing on next page

c) i) Factors the Master Should consider:
• Range of bearings affects effects of errors; wide range minimises these.
• Altitudes affect possibility of variable refraction, low altitudes most affected.
• Magnitude of stars affects ease of observation, low magnitudes easier to observe.
• Quality of the horizon affects precision of observations.
• Cloud cover, observations taken hastily in gaps may be inaccurate, stars may be misidentified.

ii) Ship 19:00 Position:

 • Position is likely to be close to the GNSS position.
• Bearings are pairs in approximately opposite directions in approximately perpendicular pairs.
• Alphard and Suhail have high magnitudes.
• Alphard has a low altitude.
• Alphard was observed significantly later, the visibility of the horizon may have been deteriorating.

Position can be determined in two ways:

1. Assuming random not systematic errors, use all position lines as opposite pairs.

DLat 1.3’ S
Dep 0.9’ E
MLat = DR Lat ± DLat ÷ 2 = 32º 58.0’ + 00º 1.3’ ÷ 2 = 32º 58.7’ S
DLon = Dep ÷ cos MLat = 0.9’ ÷ cos 32º 58.7’ = 1.1’ E

DR 32º 58.0’ S 158º 33.0’ W

00º 01.3’ S 000º 01.1’ E
OP 32º 59.3’ S 158º 31.9’ W

2. Assume systematic error, reject Alphard, resolve cocked hat.

DLat 2.3 S
Dep 0.4 E
MLat = DR Lat ± DLat ÷ 2 = 32º 58.0’ + 00º 2.3’ ÷ 2 = 32º 59.1’ S
DLon = Dep ÷ cos MLat = 0.4 ÷ cos 32º 59.1’ = 0.5’ E

DR 32º 58.0’ S 158º 33.0’ W

00º 02.3’ S 000º 00.5’ E
OP 33º 00.3’ S 158º 32.5’ W

Q4:
During the voyage the World Wide Navigation Warning Service (WWNWS) will be an important source of
Maritime Safety Information.

(a) Define Maritime Safety Information, as outlined in the SOLAS convention. (4)

(b) State the obligations of the Master with regards to WWNWS. (6)

(c) Outline the main features of EACH of the following:

(i) Navarea warnings; (8)
(ii) Coastal Warnings; (8)
(iii ) Local Warnings. (6)

(d) State the purpose of EACH of the following:

(i) International SafetyNET service; (3)
(ii) Navtex service. (2)

Solution:
a) Maritime Safety Information is information about Navigational Warnings; Meteorological Warnings;
Meteorological Forecasts and Urgent Safety Related Messages.

b) Masters are required to make arrangements to ensure that all navigational warnings or other matters
relating to safety of life at sea are brought to their notice, or that of the navigating officer on watch at
the time, immediately on receipt and that a record is maintained of these.

c) i) As many as possible but not less than 8 of the following:

NAVAREA messages include: (ref Mariner’s Handbook.)

• Casualties to lights, fog signals, buoys;

 • Dangerous wrecks in or near main shipping lanes;
• Major new aids to navigation or significant changes to existing ones;
• Large unwieldy tows in congested waters;
• Drifting hazards (derelicts, ice, mines, containers and other large items);
• SAR and anti-pollution operations;
• Newly discovered rock, shoal, reefs and wrecks likely to constitute a danger;
• Unexpected alteration or suspension of established routes
• Cable, pipe laying, seismic or submersible activities;
• Establishment of research or scientific instruments;
• Establishment of offshore structures;
• Significant malfunctioning of radio navigation services;
• Special operations which might affect the safety of shipping sometimes over wide areas e.g. naval
exercise, missile firing, space missions, nuclear tests etc.
• Acts of piracy and armed robbery against ships.
• Tsunamis and other natural phenomena such as abnormal changes to sea level;
• World Health Organization (WHO) health advisory information.

ii)
Coastal warnings are issued for information applicable in a particular coastal region (can be up to 250
miles off the coast). They are not restricted to main shipping lanes. They often supplement information
contained in a Navarea warning.
Broadcast by the country of origin at scheduled times and also on receipt when the urgency demands.
The authority responsible is the National Coordinator.
Transmission details in ALRS.
Transmitted in English.
Transmitted more frequently than Navarea warnings.
Promulgated by:
• RT
• VHF
• Navtex

iii)
LOCAL WARNINGS Covers the limits of jurisdiction of a port authority or a harbour out to a Fairway Buoy
/ Pilot station.
Issued by port, Pilotage or Coastguard authorities.
Messages are not intended for ocean going vessels unless visiting that particular port.
They may be in English or only in the national language
Supplement the coastal warnings by providing information not normally required by ocean going
shipping.
Means of promulgation is by VHF.

d)
i) SafetyNET is an international automatic direct-printing satellite-based service for the promulgation of
Maritime Safety Information (MSI), navigational and meteorological warnings, meteorological forecasts,
Search and Rescue (SAR) information and other urgent safety-related messages to ships.
These relate to the GMDSS area and coastal waters where Navtex is not available.

ii) Navtex (Navigational Telex) is an international automated medium frequency direct-printing service
for delivery of navigational and meteorological warnings and forecasts, as well as urgent maritime safety
information to ships.

Q5:
Due to a series of errors made by a junior officer, when undertaking celestial observations and
calculating ETAs at voyage waypoints, the Master needs to explain the principle of world-wide time
systems to the officer.
(a) Outline EACH of the following terms:
(i) Standard Time; (3)
(ii) Daylight Saving Time; (3)
(iii) Local Time in a port; (3)
(iv) Local Mean Time; (3)
(v) Zone Time; (3)
(vi) Longitude Into Time (Arc to time conversion). (3)

(b) To appraise whether the officer is now competent, the Master sets a test.

If the Local Time in Great Britain is 06:47:23, on the 3ʳᵈ April, determine the following times at
Eastport Pilot Station (44°54'N 66°59'W), Maine, USA:

(i) Universal Time; (3)

(ii) Standard Time; (3)
(iii) Local Time; (3)
(iv) Zone Time. (3)

Solution:

(a) Outline EACH of the following terms:

(i) Standard Time:
The legal time of a country. May not be directly related to longitude.

(ii) Daylight Saving Time:

An adjustment of Standard Time during summer months.

(iii) Local Time in a port:

Standard Time of the country, may be Daylight Saving Time.

(iv) Local Mean Time:

Related to the Mean Sun, Universal Time ± Longitude in Time.

(v) Zone Time:

Kept by vessels at sea, Longitude in Time to the nearest whole hour.

(vi) Longitude Into Time:

(Arc to time conversion). Longitude ÷ 15. (360° ÷ 24:00 = 15° / hour.)

(b)
i)
DST 3rd Apr 06:47:23
From the Nautical Almanac: DST starts on 01:00 31st March till 01:00 27th Oct.
UT 3rd Apr 05:47:23

ii)
UT 3rd Apr 05:47:23
TD Maine 05:00 -
ST 3rd Apr 00:47:23

iii)
LT = ST 3rd Apr 00:47:23 DST not applicable.

iv)
UT 3rd Apr 05:47:23
TZ 04:00 – (066º 59’ W ÷ 15 = 04:27:56) - Long West UT Best.
ZT 3rd Apr 01:47:23
October 2021

All questions relate to a 12,500 gt bulk carrier, service speed 15.0 knots.
The ship is to make a voyage from Cape Town, South Africa to Tubarao, Brazil, and Georgetown,
Guyana, during January.

The Charterer requires the ship to undertake a ‘Least Time’ voyage.

Q1.
The South Atlantic Ocean passage will be:

Dep Cape Town, waypoint 33º54ʹS 18º12ʹE.

Arr Tubarao landfall, waypoint 20º06ʹS 38º48ʹW.

(a) To appraise and plan the ocean passage, calculate EACH of the following:

(i) the Rhumb Line course and distance; (10)

(ii) the Great Circle initial course; (6)
(iii) the Great Circle final course; (6)
(iv) the Great Circle distance. (6)

(b) The ship commences the Great Circle ocean passage at 2015 hours, on the 15th January, South Africa
Standard Time.

A navigation warning has been received, giving details of shipping containers lost overboard from a ship.
The last known position of the containers is stated as 30º58ʹS 08º04ʹW.

Due to the proximity of the containers to the planned Great Circle track the Master requires further
information.

Assuming the Departure Cape Town position is the vertex of the Great Circle, determine EACH of the
following:

(i) the distance that the Great Circle track will pass to the south of the last known position of the
containers;
(ii) the ETA, Zone Time, that the ship will be to the south of the last known position of the
containers.

Solution:
a)
i)
Lat MP Long
CT 33º 54’ S 2151.19 S 018º 12’ E
Tub 20º 06’ S 1223.49 S 038º 48’ W
d 13º 48’ N 927.70 N 057º 00’ W
d 828.0 3420.0

Co = tan-1(DLong ÷ DMP) = tan-1 (3420.0 ÷ 927.70) = 74.8º = N 75º W ~ 360º = 285º

Co = 285º

Dis = DLat ÷ cos Co = 828.0 ÷ cos 74.8º = 3162.8 nm

Dis = 3162.8 nm

ii)
A = tan Lat IP ÷ tan DLong = tan 33º 54’ ÷ tan 057 º 00’ = 0.43638 N
B = tan Lat FP ÷ sin DLong = tan 20º 06’ ÷ sin 057 º 00’ = 0.43634 S
C = A ± B = 0.436…N - 0.436…S = 0.00004 N
Co = tan-1 (1 ÷ (C x cos IP)) = tan-1 (1 ÷ (0.000… x cos 33º 54’)) = 89.998º
ICo = N 90º W ~ 360º
ICo = 270º

iii)
A = tan Lat IP ÷ tan DLong = tan 20º 06’ ÷ tan 057º 00’ = 0.23765 N
B = tan Lat FP ÷ sin DLong = tan 33º 54’ ÷ sin 057º 00’ = 0.80123 S
C = A ± B = 0.237…N ~ 0.801…S = 0.56358 S
Co = tan-1 (1 ÷ (C x cos IP)) = tan-1 (1 ÷ (0.563… x cos 20º 06’)) = 62.1º
ICo BA = S 62º E
FCo = N 62º W ~360º = 298º

iv)
Cos Dist = (cos DLong x cos Lat A x cos Lat B) +/- (sin Lat A x sin Lat B)
Dis = cos-1 (cos 057º 00’ x cos 33º 54’ x cos 20º 06’) +/- (sin 33º 54’ x sin 20º 06’)
Dis = 51.96º x 60 = 3117.6 nm
Dis= 3117.6 nm

b)
i)
VW PV
CT 33º 54’ S 018º 12’ E
Cont. 30º 58’ S 008º 04’ W
Wpt. 008º 04’ W
DLong 026º 16’ 90-W 90-P
PV = PA = 56º 06’ 90-PW
P = 026º 16’
PW?

sin mid = tan adj x tan adj

tan adj = sin mid ÷ tan adj
tan (90º – PW) = sin (90º – P) ÷ tan PV
PW = 90º – tan-1 (sin (90º – 026º 16’) ÷ tan 56º 06’)
PW = 58º 55.6’ ~ 90º
Lat W 31º 04.4’ S
Lat Cont. 30º 58.0’ S
DLat 00º 06.4’ x 60

Dis = 6.4 nm

ii)
sin mid = tan adj x tan adj
tan adj = sin mid ÷ tan adj
tan VW = sin PV ÷ tan (90 – P)
VW = tan-1 (sin 56º 06’ ÷ tan (90º – 026º 16’))
VW = 22º 16.5’ x 60 = 1336.5 NM

ETD 15th Jan 20:15 ST

TD 02:00
ETD 18:15 UT
PT 03 17:06 (1336.5 ÷ 15.0)
ETA 18th Jan 35 21 UT
+01 -24
ETA 19th Jan 11:21 UT
TZ 01:00 (008º 04’ W ÷ 15 = 00:32:16 = 01:00)
ETA 19th Jan 10:21 ZT

Q2.

(a) Using Worksheet Q2, sketch and name the following meteorological and oceanographic features for
January:

(i) the atmospheric pressure systems; (4)

(ii) the prevailing wind systems; (8)
(iii) the ocean currents. (8)

(b) State TWO factors as to the reason why Tropical Revolving Storms are very infrequent in the South
Atlantic Ocean. (4)

(c) On Worksheet Q2, sketch the Rhumb Line track and the approximate Great Circle track from Cape
Town to Tubarao. (4)

(d) With reference to Worksheet Q2, outline the factors to be considered when assessing whether the
Rhumb Line track or the Great Circle track will offer the required ‘Least Time’ passage. (10)

Solution:
a)

b)
Tropical Revolving Storms are very infrequent in the South Atlantic Ocean because:

• the Inter Tropical Convergence Zone does not move south of the Equator
• the sea surface temperature is low due to the cold Benguela Current.

c)
On chartlet.

d)
Factors are:
 • Great circle distance is less than the Rhumb line distance.
• Wind affects vessels with high superstructure or deck cargo.
• Wind and swell waves reduce speed to varying extents depending on the relative direction.
• Ocean currents may be adverse or favourable.
• Reduced visibility may require speed reduction.

Q3.

At sunrise on the 23rd January, DR 28º47ʹS 30º18ʹW, an observation of the SUN gave a bearing of 110ºC.
Variation 3½º E.

(a) Determine the deviation of the magnetic compasses. (15) (Error in the word Compasses)

(b) At 1140 hours, Ship Time, the Third Officer informs the master that a compass error, by azimuth of
the SUN, has shown an unexpected deviation of 2ºE.

(i) State, giving reasons, which observation would be the most reliable. (7)
(ii) State any discussion and advice that the Master may consider appropriate with the Third Officer
regarding his observation of the SUN. (10)

Solution:

SR 30 S 05:21 LMT
20 S 05:38 LMT
28 47 S 05:23 LMT
LiT 02:01 W (030º 18’ W ÷ 15)
SR 07:24 UT

Dec S 19º 26.9’

D (-0.6) -00.2’
Dec S 19º 26.7’

TB = sin-1 (sin Dec ÷ cos Lat) = sin-1 (sin 19º 26.7’ ÷ cos 28º 47’) = 22.3º = E 22½ S = 112 ½
TB 112½º
CB 110º –
CE 002½º E
Var 003½º E -
Dev 1º W

b)
i)
• The observation at Sunrise would be the most reliable.
• Measurement of the Compass Bearing is best looking horizontally.
• The Latitude is low, the Sun is moving nearly vertically, judgement of the point at which to
measure the bearing, when the Lower Limb in a semi diameter above the visible horizon, is easy.
• The bearing is changing slowly.
• The calculation uses the Declination of the Sun, which changes slowly, not the Hour Angle.
• Timing of the observation is relatively uncritical.

ii)
The Master should encourage the OOW to think about:
• The time of observation, early in the 08:00—12:00 watch gives a more accurate observation. The
Altitude of the sun at 11:40 is near to its maximum.
• The vessel’s Latitude and the Sun’s Declination are similar.
• The Sun’s altitude would have been approximately 80° at the time of observation.
• The difficulty of accurate measurement of the bearing of a body at high altitude.
 • The bearing would have been changing rapidly at the time of observation.
• An error in timing the observation would lead to an error in the calculation of the True Bearing.

Q4.

The appraisal of a safe landfall is an important aspect of ocean passage planning.

(a) State, giving reasons, SIX factors to consider when planning a safe landfall. (18)

(b) The ship is expected to make visual landfall by sighting the Tubarao Point light during the first hour
of the 0400 hours – 0800 hours watch, 25th January.

Charted characteristics of light: FlWR10s23m18M

Height of Eye 12.0 m.
The forecast is for N’ly winds of Force 4, visibility 10 to 15 miles, occasional rain showers.

During the evening of 24th January, the Master compiles Night Orders regarding the expected landfall.

(i) To provide specific guidance to the OOW, determine, with reference to Datasheets Q4(1) and
Q4(2), the predicted range at which Tubarao Point light will be first sighted. (6)

(ii) State, with reasons, the other instructions and guidance that should be included in the Master’s
Night Orders on the evening of the 24th January, to assist the OOW in making a safe landfall. (24)

Solution:

a) Any six relevant factors of the following:

(Remark – Markers will only mark the first six if you give more than the required number)

• 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.

b)
i) From the worksheet
Geographical Range. HoE 12m. E 23m. 16.8 nm.
Luminous Range. NR: 18 nm / Vis: 10—15 NM. 18—23 nm.
Predicted Range = The lowest = 16.8 nm.

ii) The Master’s Night Orders for Landfall should remind the OOW to:
(Remark: Not an exhaustive list, other relevant orders can be considered)

• Call the Master at any time if in need of assistance.

• Call the Master in the event of:
• making the landfall unexpectedly or not making the landfall as scheduled.
• detecting unexpected features or failing to detect those expected.
• Use long range radar scanning to detect land as early as practicable.
• Use the largest scale chart available for the approach period.
• Inspect the chart for adequate under keel clearance on the intended track.
• Employ primary and secondary position fixing systems at regular intervals.
• Check performance of radar / ARPA.
• Have the echo sounder operational and monitor the actual under keel clearance.
• Avoid use of low-lying islands and employ prominent Radar Conspicuous targets.
• Employ a rising distance if and when approaching a lighthouse feature.
• Be aware of the increased probability of traffic and small craft.
• Monitor weather forecasts.
• Be aware of the effects of haze or low cloud.

Q5.

The Master, the senior member of ‘Management Level’, is required to “ensure that all functions within
the designated area of responsibility are properly performed.” (STCW 1978, as amended.)

Whilst on passage observations of an inexperienced OOW’s Bridge watchkeeping practices, the Master
notes deficiencies regarding the OOW’s procedure for handing over the watch and the monitoring of
shipboard operations.

Guidance is contained in Statutory Publications regarding ‘Handing Over the Watch’ and ‘Monitoring
Shipboard Operations’.

(a) State EACH of the following:

(i) THREE requirements that the OOW must ensure prior to commencing handing over the watch,
whilst on passage, to the relieving OOW; (9)
(ii) TWO situations when the OOW should not hand over the watch, whilst on passage, to the
relieving OOW; (4)
(iii) FIVE requirements to ensure that the OOW is maintaining a high level of general awareness of
the ship and its routine operations whilst on passage. (15)

(b) The Master requires the OOW to study publications regarding ‘handing over the watch’ and the
‘monitoring of shipboard operations’.

State TWO publications, required to be carried on board, that would assist the OOW in these matters. (4)

Solution:
a)
i)
Handing Over the Watch - The OOW shall:
• ensure that the members of the relieving watch are fully capable of performing their duties
• ensure that the vision of the relieving watch is fully adjusted to the light conditions
 • ensure that all standing orders and the Master’s night orders are fully understood

ii)
The OOW shall not hand over the watch:
• if there is reason to believe that the relieving officer is not capable of carrying out the
watchkeeping duties effectively, in which case the Master should be notified when a manoeuvre is
in progress until such action has been completed

iii)
• The OOW should maintain a high level of general awareness of the ship and its routine operations.
• Maintaining a general watch over the ship’s decks.
• Monitoring, where possible, people working on deck and any cargo or cargo handling equipment.
• Monitoring machinery status.
• Ensuring that weather and sea state are taken into account when determining the safety of on
board activities.
• Supervision and control of the ship’s safety and environment systems.

b)
• STCW
• ICS Bridge Procedures Guide
 July 2021

All questions refer to a 5,000 gt cargo ship, chartered to transport an offshore drill derrick from
Shirehampton, UK, to Rotterdam, Netherlands

Q1:

The drill derrick is scheduled to be loaded at Shirehampton (ATT UK & Ireland, Index No. 523a.) on the
morning of 19th March.

Port regulations stipulate that ships, whilst manoeuvring in the vicinity of Shirehampton berths, must
maintain a minimum clearance of 1.5 m beneath the cargo gantry cranes.

Due to weather forecasts, indicating wind strengths above the permitted loading operation parameters,
the Master is concerned that significant delays may result in the ship becoming neaped.

(a) From the following information:

Vertical Clearance, above HAT, of gantry cranes 17.5 m.
The drill derrick extends 23.5 m above the deck level.
Draught on departure 4.7 m
Keel to deck level 8.9 m

Identify the last predicted Low Water at Shirehampton that will allow the ship to manoeuvre off the
berth prior to the ship becoming neaped. (20)

(b) Loading operations are actually completed at 1500 hours on the 20th March and the ship is preparing
for port departure.

A 45 minute period of time has been allocated for the unmooring operation and the manoeuvre to clear
the berths.

Determine the latest time that the ship can commence the unmooring operation so as to clear the berth,
complying with the Port regulations. (15)

Solution:

CLR 1.5 Bridge or Cable

DD: 23.5

CH 17.5
(K to DK) – D =
8.9 – 4.7 = 4.2 HAT
Water Line

HoT

HAT 14.0
Chart Datum
HoT + ((K to Dk)-D) + DD + Clr = CH + HAT

HoT = CH + HAT – ((K to Dk)-D) + DD + Clr)

HoT = 17.5 + 14.0 – ((8.9-4.7) + 23.5 + 1.5)

HoT = 2.3 m

SPP 2.9 3.5 0.9

SC (SP) 0.0
SP ML 2.9 2.7 0.9
Corr -0.6 -0.8 0.0
2P ML 2.3
SC 2P 0.0
2PP 2.3

Last LW 22nd March - 05:26 - 2.6m

b)

HW LW HW R
SPP 22:17 1.8 12.0 10.2
-SCSP 0.0 0.0
SPU 1.8 12.0
D 00:00 -0.3 -0.7
2PU 1.5 11.3
SC2P 0.0 0.0
2PP 22:17 1.5 11.3

Tidal curve on next page:

From curve:

HW 22:17
TI 04:55 BHW
T 17:22
D 00:45 -

CU 16:37
Q2.

The 4 hours outbound pilotage passage, from Shirehampton to the Pilot disembarkation position, will be
with surveillance and assistance from the Avonmouth Vessel Traffic Service.

Statutory publications specify the functions of Vessel Traffic Services.

(a) State EACH of the following:

(i) the main functions of Vessel Traffic Services; (7)
(ii) the information that a Vessel Traffic Service should provide to assist in the safe navigation and the
protection of the marine environment. (4)

(b) Outline the Master’s responsibilities with respect to the outbound pilotage passage:
(i) prior to the commencement of the pilotage passage; (8)
(ii) upon the arrival of the pilot on the bridge; (8)
(iii) during the pilotage passage. (6)

(c) In the event of the Master’s absence from the bridge during the pilotage passage, outline the
procedure the OOW should follow if in doubt of the Pilot’s intentions. (5)

Solution:

a)
i) the main functions of Vessel Traffic Services (Ref MGN 401):
Provides three services:
Traffic Organisation Service – Information Service – Navigational Assistance Service.

ii) Information provided:

• The allocation of water space;

• Specific information, such as traffic congestion and advice about vessels with VTS sailing / route
plans;
• Amendments and changes in promulgated information concerning the VTS area such as
boundaries, procedures, radio frequencies, reporting points;
• Specific information such as traffic congestion and special vessels with limited manoeuvrability
which may impose restrictions on the navigation of other vessels or any other potential
hindrances.
• Meteorological and hydrological conditions, notices to mariners, status of aids to navigation;
limited manoeuvrability that may impose restrictions on the navigation of other vessels, or any
other potential hindrances

b)
Master’s responsibilities:
i) Prior to commencement of pilotage:
1. “the master shall ensure that the intended voyage has been planned using the appropriate nautical
charts and nautical publications for the area concerned” SOLAS Chapter V/Reg 34
2. Ensure Pilot Boarding arrangements are in place as advised by port authorities.
3. Ensure Ship’s engines are ready for manoeuvring.
4. Before the pilot boards the OOW should have filled in a pilot card similar to that shown in the Bridge
Procedures Guide

ii) upon the arrival of the pilot on the bridge:

• Pilot card should be handed over and discussed with the pilot.
• The master should make sure the pilot has read the pilot card and any points requiring
clarifications are addressed.
 • The Master and Pilot should discuss the proposed passage plan and any concerns brought to the
Pilot’s attention, so that he/she can clarify their reasoning behind the chosen route.
• Any serious deviation from the ships prepared plan must be discussed in detail.
• Local regulations and any other relevant information should be discussed.

iii) During the pilotage passage:

• Interact with the pilot providing confirmation of his directions and feedback when they have been
complied with;
• monitor at all times the ship’s speed and position as well as dynamic factors affecting the ship
(e.g., weather conditions, manoeuvring responses and density of traffic);
• Monitor OOW and Helmsman performance and confirming the ship’s position us being monitored
at appropriate intervals, alerting the pilot to any perceived inconsistencies.

C) If OOW is in doubt they should:

• Call the master
• Raise the concern with the pilot
• If still concerned, take appropriate action.

Q3.
The planned passage is:

Coastal passage from Avonmouth Pilot Station to Wolf Rock waypoint, 49º53ʹN 05º51ʹW, distance 135
miles;

Wolf Rock waypoint to Lizard Point waypoint, 49º53ʹN 05º12ʹW;

Lizard Point waypoint to Start Point waypoint, 50º08ʹN 03º45ʹW;

Start Point waypoint to Dover Straits TSS waypoint, 50º20ʹN 00º05ʹE;

Coastal from Dover Straits TSS waypoint to Rotterdam Pilot Station, distance 182 miles.

(a) Determine the total distance from the Avonmouth Pilot Station to the Rotterdam Pilot Station. (25)

(b) The Avonmouth Pilot is disembarked at 1810 hours 22nd March, Standard Time.

To meet the tidal requirement at Rotterdam, the Rotterdam Pilot is to be embarked at 1500 hours 24th
March, Standard Time.

The coastal passage from the Dover Straits TSS waypoint to the Rotterdam Pilot Station will be at
manoeuvring speed, full ahead, 10.5 knots.

Determine the speed required from the Avonmouth Pilot Station to the Dover Straits TSS waypoint in
order to meet the ETA requirement at Rotterdam Pilot Station. (15)

Note: Assume no Tidal Stream throughout.

Solution:

a)
APS to WR (Coastal) = 135 nm

WR to LP (Parallel Sailing):

WR 49 53 N 005 51 W
LP 49 53 N 005 12 W
D 00 00 000 39 E
Dist = DLong x cos Lat = 39.0 x cos 49 53 = 25.1 nm

LP to SP (Plane Sailing):

LP 49 53 N 005 12 W
SP 50 08 N 003 45 W
D 00 15 N 001 27 E
15.0 87.0

MLat = (Lat A ± Lat B) ÷ 2 = (49 53 + 50 08) ÷ 2 = 50 00 30

Dep = DLon x cos MLat = 87.0 x cos 50 00 30 = 55.9128282
Co = Tan -1 (Dep / Dlat) = Tan -1 (55.9 / 15.0) = 75.0
Dist = Dlat/cos Co = 15.0 / cos 75.0 = 57.9 nm

SP to DS (Plane Sailing):

SP 50 08 N 003 45 W
DS 50 20 N 000 05 E
D 00 12 N 003 50 E
12.0 230.0
MLat = (Lat A ± Lat B) ÷ 2 = (50 08 + 50 20) ÷ 2 = 50 14
Dep = DLon x cos MLat = 230.0 x cos 50 14 = 147.122403
Co = Tan -1 (Dep / Dlat) = Tan -1 (147.122403/ 12.0) = 85.33700
Dist = Dlat/cos Co = 12.0 / cos 85.33700 = 147.6 nm

DS – RP (Coastal) = 182 nm

Total Dist = 135 + 25.1 + 57.9 + 147.6 + 182 = 547.6 nm

Dist = 547.6 nm

b)
ETA 24th Mar 15:00 ST
TD 01:00 -
ETA 24th Mar 14:00 UT
ETD 22nd Mar 18:10 UT
PT 2 days -04:10
-1 day 24:00+
PT 1 day 19:50
PT (hrs) 43:50

DS-RP 17:20 DS – RP 182NM ÷ 10.5kn = 17:20

APS-DS 26:30
Dis APS-DS 365.6 (547.6 – 182.0)
Sp = 365.6 / 26:30 = 13.8 kts
Sp = 13.8 kts

Q4.
During the month of March, the south coast of England is an area susceptible to reduced visibility due to
Radiation Fog.

(a) Explain the process by which Radiation Fog may occur over the coastal waters of South England. (10)

(b) In anticipation of reduced visibility, Parallel Indexing is to be used during critical parts of the
passage.

State EACH of the following:

 (i) the reason why Parallel Indexing should not be the ‘Primary’ means of monitoring the vessel’s
position; (2)

(ii) FOUR factors to consider when determining a suitable reference point for a Parallel Index; (4)

(iii) the precautions contained within the current MCA guidance, with respect to the radar, when
using Parallel Indexing. (8)

(c) Parallel Indexing may be used with different radar configurations.

Explain the radar screen presentation and the movements of PI lines when Parallel Indexing on EACH
of the following ground stabilised modes:

(i) Relative Motion; (5)

(ii) True Motion. (5)

(d) Current MCA guidance advises that the adjustment of a radar heading marker should not be carried
out “when alongside a berth using the berth’s alignment.”

Outline THREE reasons why using the berth alignment is bad practice. (6)

Solution:

a)
This type of fog forms on clear, cold nights when the ground surface cools. During the night the ground
surface becomes progressively colder and air in contact with the ground cools by conduction. If the air is
still dew or hoar frost may develop. If a light breeze is blowing there will be a shallow layer of air near
the ground in which the airflow is turbulent. Because of the turbulence cooling is spread through the
layer. If the air reaches its dewpoint, radiation fog will develop. Most radiation fog lies in a shallow
layer and does not extend above 150m.

The fog forms well under the clear skies on long winter nights and when the air has a high relative
humidity at sunset, especially after rain or near open water. The fog is common near river estuaries in
the autumn.

b)
i) Parallel indexing does not indicate the ship’s progress along it’s track but rather if the ship is on or off
the track. PI should not remove the requirements to monitor position by all available means including
visual means.

ii) Any four of the following:

Radar conspicuous & easily identified.
Unlikely to be confused with others.
Situated so as to provide continuous monitoring of the passage and not be lost before the next PI line.
Unlikely to be obscured by ship shadow sectors.
At moderate ranges.

iii) Ref MGN 379:

“Some older radars may still have reflection plotters. It is important to remember that parallel
index lines drawn on reflection plotters apply to one range scale only. In addition to all other
precautions necessary for the safe use of radar information, particular care must therefore be
taken when changing range scales.

The use of parallel indexing does not remove the requirement for position fixing at regular
intervals using all appropriate methods available including visual bearings, since parallel
indexing only indicates if the ship is on or off track and not its progress along the track.
When using radar for position fixing and monitoring, check:
(i) the identity of fixed objects,
(ii) the radar’s overall performance,
(iii) the gyro error and accuracy of the heading marker alignment,
(iv) that parallel index lines are correctly positioned on a suitable display, and
(v) the accuracy of the variable range marker, bearing cursor and fixed range rings”

C) Ref MGN 379

i) Relative Motion:
• On a relative motion compass-stabilised radar display the trace origin is stationary, centred or
offset.
• Parallel Index lines are parallel to the planned ground track at a perpendicular distance (cross
index range or offset) equal to the planned passing distance off an appropriate fixed target
and remain in position relative to own ship.

ii) True Motion:

• Own ship moves across the display at the true course and speed of the vessel.
• Parallel index lines are fixed relative to the trace origin and move across the display at the
same rate and in the same direction as own ship.

C)
Reasons not to use berth alignment:
1. The direction of the berth is difficult to establish with the required accuracy.
2. The vessel’s centreline may not be precisely parallel to the berth face.
3. It is difficult to assess whether the heading marker is precisely aligned with the vessel’s
centreline.

Q5.

Whilst proceeding in the middle of the appropriate traffic lane through the Dover Straits Traffic
Separation Scheme, during restricted visibility, course 022ºT, the speed has been reduced to 6.0 knots.

Worksheet Q5 shows the radar plot between 0730 hours and 0742 hours using a radar range of 6.0 miles.

Targets A and C have been identified as cross channel ferries, using the French port of Boulogne.

Target B has been identified as ZC1 buoy, marking the eastern edge of the NNE traffic lane.

(a) Determine the course, speed and CPA distance of Targets A, C and D. (15)

(b) Outline the apparent movement of Targets A, C and D with respect to the Traffic Separation Scheme.
(6)

(c) State the set and rate of the tidal stream experienced. (4)

(d) The bridge team are discussing the appropriate action required to resolve the developing situation.

With respect to IRPCS, safe navigation within a Traffic Separation Scheme and any other factors, outline
EACH of the following:

(i) FIVE considerations for a reduction of speed; (5)

(ii) THREE considerations for an increase of speed. (3)

(e) At 0806 hours, after having taken manoeuvring action, Targets A, C and D have passed clear and the
risk of collision with these THREE targets no longer exists. ZC1 buoy is now bearing 018ºT, range 2.2
miles.

Find EACH of the following:

(i) the required course to pass ZC1 buoy at CPA 0.5 mile; (10)

(ii) the time at which ZC1 buoy will be at the CPA position. (4)

Note: Assume tidal stream constant and ship speed 6.0 knots throughout.

Solution:
A C D
Co 112 295 007
Sp 9.0 8.0 11.5
CPA 0.0 0.7 0.4

Sp = WA ÷ T
A = 1.8 ÷ 00:12 = 9.0
C = 1.6 ÷ 00:12 = 8.0
D = 2.3 ÷ 00:12 = 11.5

b)
A and C are crossing the Traffic Separation Scheme at right angles.
D is joining the NNE Traffic Lane at a shallow angle.

c)
Set 155
Rate = 0.3 ÷ 00:12 = 1.5

d)
i) Five considerations for reduction of speed:
1. Increasing Target A CPA
2. Increasing Target B CPA
3. In compliance with Rule 19
4. Speed reduction is less likely to be detected by other vessels
5. Speed reduction will decrease Targets B & C’s CPA

ii) Three considerations for increasing speed:

1. In compliance with rule 19
2. Will increase CPA for targets A,B & C
3. Less likely to be detected by other vessels than a course alteration.

e)
i) 357⁰
ii) AC ÷ OA x T = 2.2 ÷ 1.1 x 00:12 = 00:24 + 08:06 = 08:30

Plot on next page