Rule 9 (Narrow channels)

(a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the
outer limit or the channel or fairway which lies on her starboard side as is safe and practicable.

(b) A vessel of less than 20 m in length or a sailing vessel shall not impede the passage of a
vessel which can safely navigate only within a narrow channel or fairway.

(c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating
within a narrow channel or fairway.

(d) A vessel shall not cross a narrow channel of fairway if such crossing impedes the passage of
a vessel which can safely navigate only within such channel or fairway. The latter vessel may
use the sound signal prescribed in Rule 34 (d) if in doubt as to the intention of the crossing
vessel.

(e)

(i) In a narrow channel or fairway when overtaking can only take place if the vessel to be
overtaken has to take action to permit safe passing, the vessel intending to overtake shall indicate
her intention by sounding the appropriate signal prescribed in Rule 34 (c)(i). The vessel to be
overtaken shall, if in agreement, sound the appropriate signal prescribed in Rule 34 (c)(ii) and
take steps to permit safe passing. If in doubt she may sound the signals prescribed in Rule 34 (d).

(ii) This rule does not relieve the overtaking vessel of her obligation under Rule 13.

(f) A vessel nearing a bend or an area of narrow channel or fairway where other vessels may be
obscured by an intervening obstruction shall navigate with particular alertness and caution and
shall sound the appropriate signal prescribed in Rule 34 (e).

(g) Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel.

Rule 10 (Traffic separation schemes)

(a) This Rule applies to traffic separation schemes adopted by the Organisation and does not
relieve any vessel of her obligation under any other Rule.

(b) A vessel using a traffic separation scheme shall:

(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;

(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or
leaving from either side shall do so at as small an angle to the general direction of traffic flow as
practicable.

(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall
cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.

(d)

(i) A vessel shall not use an inshore traffic zones when she can safely use the appropriate traffic
lane within the adjacent traffic separation scheme. However, vessels of less than 20 m in length,
sailing vessels and vessels engaged in fishing may use the inshore traffic zones.

(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route
to or from a port, offshore installation or structure, pilot station or any other place situated within
the inshore traffic zone, or to avoid immediate danger.

(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally
enter a separation zone or cross a separation line except:

(i) in cases of emergency to avoid immediate danger;

(ii) to engage in fishing within a separation zone.

(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so
with particular caution.

(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas
near its terminations.

(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is
practicable.

(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic
lane.

(j) A vessel of less than 20 m in length or a sailing vessel shall not impede the safe passage of a
power-driven vessel following a traffic lane.

(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the
maintenance of safety of navigation in a traffic separation scheme is exempted from complying
with this Rule to the extent necessary to carry out the operation.
(l) A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying,
servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted
from complying with this Rule to the extent necessary to carry out the operation.

VTS Controlled TSS

Very often traffic separation schemes have mandatory position reporting requirements when they
are part of IMO or local routeing measures.

This is in the interest of the safety of navigation and marine environmental protection. According
to SOLAS V/10 when a mandatory ships’ routeing cannot be used this shall be recorded in ships’
log stating the compelling reason.

SOLAS V/11 requires the master of a ship to comply with reporting requirements and report to
relevant authority all information required.

Such ship reporting systems have specific formats for making reports. GIBREP, COPREP,
WETREP, FINREP, CALDOVREP etc. are some examples.

It is common to hear VTMS services hailing non-compliant vessels on VHF and informing about
breach of mandatory reporting requirements, where deemed necessary complaint is lodged with
relevant authorities.

By being proactive, a VTS can contribute to:

preventing incidents from developing;
preventing incidents from developing into accidents;
preventing accidents from developing into disasters; and
mitigating the consequences of incidents, accidents and disasters

Decisions concerning the actual navigation and the manoeuvring of the vessel remain
with the master. Neither a VTS sailing plan, nor requested or agreed changes to the sailing plan
can supersede the decisions of the master concerning the actual navigation and manoeuvring of
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the vessel.
2.6.3 Communication with the VTS and other vessels should be conducted on the assigned
frequencies in accordance with established ITU and SOLAS CHAPTER IV procedures, in
particular where a communication concerns intended manoeuvres. VTS procedures should
stipulate what communications are required and which frequencies should be monitored. Prior
to entering the VTS area, vessels should make all required reports, including reporting of
deficiencies. During their passage through the VTS area, vessels should adhere to governing
rules and regulations, maintain a continuous listening watch on the assigned frequency and
report deviations from the agreed sailing plan, if such a plan has been established in co-
operation
with the VTS authority.
2.6.4 Masters of vessels should report any observed dangers to navigation or pollution to the
VTS centre.

4. A vessel is in the Red sea, heading for Suez and Masters night
orders include the following instructions : "Maintain the track laid on
the chart, and at morning twilight, obtain a star sight if at all
possible".

4(a). Discuss the problems involved in making stellar observations in

the Red sea.

• Abnormal refraction causes an angle between the true direction

and apparent directions of the body as a result of which the body
could appear higher than their actual altitude.

• As temperatures around the Red sea are very high, the altitudes
of a body can be affected by refraction as it depends upon
temperature and pressure of the atmosphere.

• Nautical tables have table giving mean refraction based on

standard sea level and pressure values .

• Refraction changes values of "dip" as refraction can also alter a

visible horizon.

• Possible dust can create incorrect visible horizon.

• Low coastline can be mistaken as visible horizon.

4(b). (i).State, with reasons, the minimum number of stars required to

obtain a reliable position.

• A minimum of three stars to be used to get a good angle of cut.

• The stars should be well spread around the horizon, and hence,
the fix will be inside the cocked hat; otherwise, the position will be
outside the cocked hat.

• Altitudes of the stars should be between 30-60 degrees for a good

fix, and where possible, with approximately the same altitude.
 • Generally, four stars are preferred, if possible, 90 degrees apart in
azimuth, because any error due to abnormal refraction will be
eliminated by using opposite horizons.

4(b). (ii). Explain which observation, if spread over a period, should

be made first.

At sunrise (AM civil twilight) :-

1st Easterly - Less bright star

2nd Easterly - More bright star

3rd Westerly - Less bright star

4th Westerly - More bright star

At sunset (PM civil twilight) :-:

1st Easterly - More bright star

2nd Easterly - Less bright star

3rd Westerly - More bright star

4th Westerly - Less bright star

Global Maritime Distress and Safety System (GMDSS) is developed by

the IMO and included in the SOLAS convention.

The basic concept of GMDSS is to rapidly alert Search and Rescue

authorities ashore and to the shipping in the immediate vicinity of a vessel
in distress so as to co-ordinate search and rescue operation with the
minimum of delay. The system also provides for urgency and safety
communications, and the dissemination of Marine Safety Information
including navigational warnings and weather messages.

All ships to comply with GMDSS requirements by 1st February, 1999.

5(a). (ii). List the sea areas designated by GMDSS and the means of
communication within each.

Sea Area A1 : within the range of shore-based VHF stations (20-50 nm);
ships will carry VHF equipment and either a satellite EPIRB or a VHF
EPIRB.
 Sea Area A2 : excluding Sea Area A1, and within the range of shore-
based MF stations (150-200 nm); ships will carry VHF and MF equipment,
and a satellite EPIRB.

Sea Area A3 : excluding Sea Area A1 and A2, and within the range of
geo-stationary satellite (eg. INMARSAT), covering roughly between 70 N
and 70 S; ships will carry VHF, MF, a satellite EPIRB and either HF or
satellite communications equipment.

Sea Area A4 : excluding Sea Areas A1, A2 and A3, covers area beyond
INMARSAT range ie. greater than 70 N or 70 S (Arctic and Antartic
Ocean); ships will carry VHF, MF and HF equipment, and a satellite
EPIRB.

NB : Additionally, all ships will carry equipment for receiving MSI

broadcasts.

Mercator Projection

Cylindrical Projection
A cylinder is placed around the Earth and is tangent to the equator
The planes of the meridians are extended & they intersect the cylinder in a number of vertical lines.
The parallel lines of projection (longitude lines) are equidistant from each other unlike the terrestrial
meridians. On the Earth, the meridians converge with increased latitude.
On the earth, the parallels of latitude form circles whose diameter decreases with increasing latitude.
On the cylinder, the parallels are shown perpendicular to the projected meridians. The cylinder
maintains equal diameter throughout so there is distortion as to the diameter of the latitude circles.

Most common projection used for navigation is the Mercator projection which is classified as a
Cylindrical Projection.
The cylinder is tangent along the equator.
The meridians and parallels are expanded at the same ratio with increased latitude.
The ratio is know as Meridional Parts - The length of a meridian, expressed in minutes of arc at the
equator as a unit, constitutes the number of Meridional Parts corresponding to that latitude. (Used to
make Mercator Projections & Mercator Sailings.)

The easy way to understand this projection is to first put the cylinder around the Earth touching the
Equator. Then cut the Lines of Longitude and peal them away from the Earth starting at the Poles, like
you would peal a bannana. Next, stretch the Longitudes so they become the same width apart as they
were at the equator and stick them onto the cylinder. The Meridians are now parallel to each other on
the cylinder but the shape of the land is distorted. It is as if you took silly putty to a Peanut's Comic and
stretched Charlie Brown only side to side - you end up with a short, fat Charlie Brown. Now you have to
stretch the Latitude on the Cylinder so that it gets stretched the same amount as the longitude did at a
given location. You can stretch Charlie Brown Top to Bottom and end up with a larger version of the
comic you pressed the silly putty to.

On the Mercator Projection the 60 nm between each minute of Latitude will look like it is much farther
as you get away form the equator. The Parallels are spread out as they get away from the equator but
in the real world each degree is the same distance apart.

As the distance from the equator increases, degrees of Latitude remain approximately the same length
& the degrees of Longitude become increasingly shorter on the Earth.
Due to the mathematical expansion of the lat./long uses trig functions (secant) this projection cannot
cover the poles. (Secant for 90 is infinity)
Generally, the distortion in the polar regions (above 70N and below 70S) caused by this projection is
too great to be used for navigation.
The Meridians and Parallels are represented by strait lines that are perpendicular to each other.
Rhumb Lines are drawn strait
Great circles are arcs the curve toward the nearest pole.
Conformal, Orthomorphic and proportional. The didtance scale varies.
You can use the Latitude Scale to measure distance - be sure to use the Latitude Scale for the Latitude
you are working on or the Mid-Latitude because of the lengthening of the parallels as you go toward the
poles.
Lambert Conformal

First you must understand the basic conic projection.

Conic Projection -
Points on the surface of the Earth are transferred to a tangent cone.
When the axis of the cone coincides with the axis of the Earth, the parallels appear as arcs of circles and
the meridians appear as strait or curved lines converging toward the nearest pole.
The point at which the cone is tangent, is know as the standard parallel.
A conic projection tangent to the equator is actually a cylindrical projection because the height of the
vertex of the cone would be near infinity.
At the poles, the height of the cone is 0 so the cone becomes a plane.

The distance along any meridian between consecutive parallels is in correct relation to the distance on
the earth
The scale is correct along any meridian and along the Standard Parallel.

Secant Conic or Conic Projection with 2 standard parallels -

Like the name says, there are 2 standard parallels that the cone is tangent to. This actually cuts into the
earth.
The are between the standard parallels is compressed and the area beyond is expanded.
If the spacing of the parallels is altered, such that the distortion is the same along them as along the
meridians, the projection becomes conformal. That is called a Lambert Conformal Projection.
Great Circles draw as strait lines - these charts are often used for aeronautical charts or used for polar
navigation.
Gnomonic Chart Projection
A plane is placed tangent to the surface of the Earth.
The points are projected from the center of the Earth to the plane.
The projection is perspective - how the Earth looks from a certain point of view & is projected onto a
plane to create an image on the chart.

Oblique Gnomonic-
A tangent plane is placed on the Earth. This projection is perspective from the center of the Earth.
Basically, if you take a flashlight at the center of the Earth & shine it in the direction of the tangent
plane, the land features will be the shadows that shine on the tangent plane.

This chart is often called a "Great Circle" Chart because its only use is to Plan Great Circle Voyages.
Points along the track then get transfered to a Mercator Projection.

It is not conformal or orthomorphic.

Great circles plot as straight lines and rhumb lines plot as curves away from the pole.
The Meridian will appear as straight lines that converge at the poles as they do on the Earth. The
Latitude lines, except the equator, will be curved.