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Contents
Overview................................................................................................................................ 2
1. Navigation and Charts ....................................................................................................... 2
1.1 Chart Symbols ............................................................................................................. 2
1.2 Chart Measurements and Plotting ............................................................................. 2
1.3 How to Correct a Nautical Chart.................................................................................. 3
2. The Compass...................................................................................................................... 4
2.1 Magnetic Variation....................................................................................................... 4
2.2 Deviation ...................................................................................................................... 5
2.3 Application of Variation and Deviation ........................................................................ 6
3. The Tide ............................................................................................................................. 7
3.1 Tidal Heights................................................................................................................. 7
3.2 Tidal Streams................................................................................................................ 7
3.3 Tidal Stream Tables ...................................................................................................... 8
3.4 Currents........................................................................................................................ 8
4. Confirming Position........................................................................................................... 9
4.1 Transits......................................................................................................................... 9
4.2 Position fix.................................................................................................................. 10
4.3 Depth.......................................................................................................................... 11
4.4 Plotting Radar Bearings.............................................................................................. 11
4.5 Plotting Radar Ranges ................................................................................................ 12
4.6 Dead Reckoning and Estimated Position ................................................................... 12
4.7 Running Fixes ............................................................................................................. 13
4.8 Clearing Lines and Marks ........................................................................................... 14
5. Passage Planning ............................................................................................................. 15
5.1 Calculating the Time of the Passage .......................................................................... 15
5.2 Planning...................................................................................................................... 15
5.3 Contingency Plans ...................................................................................................... 17
Overview
Coastguard personnel need to develop familiarity with navigation on board a CRV with full, partial or none of
the usually available navigation aids. Skills required include plotting reported positions on paper charts and the
vessels chart plotter, using a hand-bearing compass, transits and depth to confirm the CRVs position, using
Radar to fix a position on a paper chart and to establish a safe distance off any hazards, and constructing a
course to steer from a paper chart and from the vessels chart plotter.
It is best practice to use the latitude scale at the same latitude as the plotted position in order to measure
distance. This is due to the spacing of the parallels of latitude (and thus the length of a minute) increasing with
their distance from the equator, due to the shape of the Earth.
A position is plotted on a chart in terms of the latitude and longitude scales. When plotting a course, specific
symbols should be used to avoid confusion.
Ground track
Estimated Position
Water Track
Tidal Vector
correct position. Finally, cross out the old symbol by drawing two
diagonal lines through it.
If inserting a new symbol, draw it in the exact position stated. If
there is no room to do this, draw it as close as possible to the
required position and draw a curved line linking it to the exact
position. Finally, note the details of the correction, including the
date and number of the Notice, in the bottom left hand corner of
the chart.
Electronic charts need to be kept up to date. Some can be easily corrected online, while others require a
replacement memory card from the manufacturer.
2. The Compass
A magnetic compass contains a magnet that aligns itself with the magnetic field of the earth, thus indicating
the direction of magnetic north. The compass card is the compass face that gives gradations in degrees (0
360) (usually along with the cardinal and inter-cardinal points of north, east, south, west, north-east, southeast, and so on). It is attached to one or more magnetic bars and mounted on a pivot so that it can turn freely.
In addition, in a marine compass, the compass card is generally suspended in a liquid that reduces the amount
of movement caused by a boat.
For example, in New Zealand, magnetic variation will range from 18 to 25 east of True North. Magnetic
variation also changes slightly over time with the movement of the earths plates.
The variation for different areas, along with the annual rate of change, is given inside the compass rose on the
relevant charts.
Calculating variation
To convert a course from Magnetic North to True North
To the west of the Prime Meridian (line of 0 longitude) the magnetic reading is greater than the true reading
Variation West Magnetic Best.
To the east of the Prime Meridian the magnetic reading is less than the true reading Variation East Magnetic
Least. This will always be the case in New Zealand. Another way of remembering this is to use the acronym
CADET (From compass to true, add east).
For example, if the true course to a waypoint is 150T, and the variation is 18E, then the magnetic course to
steer is 132M.
Use T or M after the reading to differentiate between True and Magnetic North (e.g. 200M; 220T).
True course
150T
Variation
18E
Magnetic course
150
- 18
132M
2.2 Deviation
Deviation is the error in a particular vessels compass reading caused by magnetic fields on a vessel.
These are generated by steel and iron in the vessels hull, high current electrical cables, and items
such as radios and speakers. Even if a CRV hull is constructed of aluminium, which has no effect on
the compass, it will usually have electronics and radios in the proximity of the compass that may
have an effect.
Tools or portable electronic devices ought not to be placed in close proximity to a compass as they
may have a significant impact on the accuracy of the compass and therefore the safety of the vessel.
A hand-held compass should be used well clear of these objects. If using a mounted steering
compass, this may have been corrected to eliminate deviation, or the deviation card for that
compass listing the deviations for the various different headings must be used for calculations.
A vessels magnetic field will change over time,or with the installation of new electronics, therefore
the values on a deviation card should be periodically checked against the bearing of a charted
transit. Coastguard CRVs are commercial vessels and therefore must have the compass swung and
the deviation card updated every four years.
Navigation Version 1 (2013)
Deviation
Compass Course
270T
021E
270
-021
= 249M
002W
249
+002
251C
3. The Tide
Ocean tides are caused by the gravitational influence of the sun and moon. When the sun, earth and moon are
in alignment, the gravitational pull is stronger, and the difference between low and high tides is greater. This is
known as a spring tide. When the sun, earth and moon are at right angles, the gravitational pull is weaker, and
the difference between low and high tides is less. This is known as a neap tide.
The tide is further influenced by the effects of weather pressure systems, wind, the geography of the coastline
and seafloor, and the tilt of the earths axis.
Tidal time and rate predictions are estimates only, and weather patterns can affect the tidal stream. All
available tidal and weather information should be combined with other sources of local knowledge in order for
the navigator and crew to build up a realistic picture of the prevailing conditions, prior to the CRV departure.
3.4 Currents
A current is a strong flow of water in one direction. Surface currents are usually caused by wind, deeper
currents are caused by factors such as temperature or density differences in water and geography. Currents
are indicated on a chart by an arrow with a rippled line and rate of flow given in knots.
4. Confirming Position
Always use all available means to verify information from a navigational aid such as a chart plotter to establish
position. As with all electronic devices, the chart plotter can fail at times. A good navigator will always use all
available means to verify the vessels position. It is good practice to obtain regular position fixes using a
compass and/or radar ranges in combination with other methods (e.g. transits, contour lines, depth soundings)
in order to keep track of the vessels progress.
GPS does not allow for tidal drift or may not indicate water depth, and doesnt show whether or not it is safe
to follow a particular course. This is particularly relevant for a CRV if returning to a preselected course having
stopped for a length of time and potentially drifted.
4.1 Transits
Two fixed reference points that are directly in the same line of sight are said to be in transit. This can be drawn
on a chart to help determine a vessels position. The vessels position will lie at some point along this line. One
way to obtain a position line is to take a compass bearing of a visible charted object, convert this to a true
bearing and then plot it on the chart.
Transits can be natural features, or systems of navigational beacons that have been set up in and around ports.
These beacons are arranged in pairs in such a way that when they line up, they form a position line which a
vessel should follow to safely leave or enter the port.
The Beacons, known as leads, are identified by their distinctive topmarks in the day, and distinctive lights (e.g.
fixed or flashing pattern; white, coloured, or alternating colours) at night (when they are known as leading
lights). The boundaries between different-coloured sector lights are marked on a chart with dotted lines. If the
vessel crosses one of these boundaries, there will be a change of colour of the lights observed. This border
between light sectors is a very good position line that can be plotted on the chart and used to obtain a position
fix.
The leads will be marked on the chart, and listed in the Almanac, as well as in the Admiralty List of Lights and
Fog Signals (produced by the UK Hydrographic Office).
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Errors in a position fix can be caused by a variety of factors, including calculation error, plotting error
and compass error. If there are any hazards in the area, it is safer to assume that the vessel is closer
to these, rather than further away.
4.3 Depth
Sounding the depth of the water using an echo sounder and comparing this to the information on the chart
can help to improve the accuracy of a position fix. A contour line can be used as a position line provided that:
The present height of the tide is taken into account.
The depth of the echo sounders transducer below the water is factored in (unless this is done
automatically by the echo sounder).
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To calculate the radar bearing add or subtract the EBL bearing to or from the heading bearing. Then convert
the radar bearing to a true bearing using variation and deviation. Plot the true bearing on the chart.
The position circle can then be crossed with one or two other position circles or position lines to obtain a
position fix. If just one position line is used, it will cross the circle at two points, and it may or may not be clear
at which of these points the vessel sits. Plotting a third position line (or circle) should remove this ambiguity.
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By drawing an extrapolated line corresponding to the vessels true course on the chart, the DR position can be
obtained. The water track (distance run and course steered) can be shown by a line with a single arrowhead in
the middle; the DR position can be shown by a small line crossing the water track, and the letters DR written
next to it. The time must also be recorded. Dead reckoning does not take into account the tide or wind.
An EP gives a better indication of actual position, as it takes into account the effects of tide and leeway (where
relevant). To work out the estimated position, the direction of the tide (set) and tidal drift must be known. In a
coastal area, the direction and speed of the tidal stream may be given by the tidal diamond table on the chart.
To mark the estimated position on the chart plot the DR position, then draw the tidal vector at th e end of the
water track. The tidal vector is shown by a line with three arrowheads in the middle, and the EP is shown by a
triangle on the position at the end of the tidal vector. The ground track (the actual track the vessel would take
from the start point to the EP, if viewed from above) is plotted as a line with two arrowheads in the middle.
Once the EP is marked the time is recorded on the chart beside it. The EP should be plotted regularly and at
every change of course in more confined waters. Allow for the corresponding period of the tide.
When considering the reliability of the different methods for fixing position, the Fix is the most reliable,
followed by Running fix, Estimated position and the least reliable is Dead reckoning position.
Navigation Version 1 (2013)
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5. Passage Planning
5.1 Calculating the Time of the Passage
The time the passage will take is calculated by dividing the distance to be travelled by the vessels estimated
speed. To carry out the calculation work with either water speed or ground speed (SOG) and the
corresponding distance (i.e. water track distance or ground track distance).
A vessel travelling at 6kn will take 10 mins to travel 1nm. This information can be used to perform a
quick logic check of calculated times and distances, or to keep calculations simple by using multiples
of 6kn which divide equally into an hour. All calculations should be properly checked and confirmed
before being passed to the helm.
5.2 Planning
Many accidents at sea are caused by the misuse of navigation tools and incorrect interpretation of
information. Good planning and preparation before undertaking a passage can reduce risks. It may be useful to
plan courses from vessel launch point to popular local trouble spots in advance.
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