Nav 3 Terrestrial and Coastal Navigation 2 (Prelim) PDF

NAV 3 Terrestrial and Coastal Navigation 2 (PRELIM) Course Code: NAV3 – Module 1 Page 1 of 79 AY 2024-2025 (1ST SEM) TABLE OF CONTENTS Course Description………………2 Course Guide…………………..3 Module Mapping…… ………….8 Module Timetable………………..9 Module 1 – Element A-D Study Schedule………………9 Element A Pretest……………10 Introduction…………………...11 Discussion of Lesson 1……...11 Discussion of Lesson 2……...33 Discussion of Lesson 2……...48 Discussion of Lesson 2……...61 References…………………..79 Course Code: NAV3 – Module 1 Page 2 of 79 AY 2024-2025 (1ST SEM) COURSE DESCRIPTION BACHELOR OF SCIENCE IN MARINE TRANSPORTATION Terrestrial and Coastal Navigation 2 Course Code NAV 3 Course Terrestrial and Coastal Navigation 2 Descriptive Prerequisite Nav 2 Title This course deals with terrestrial and coastal navigation; determining the Course ship’s position by use of landmarks; determining the ship’s position by use of Description: aids to navigation, including lighthouses, beacons and buoys; determining the ship’s position by use of dead reckoning, taking into account winds, tides, currents and estimated speed. Course Lecture Contact Laboratory Contact 5 Units 3 Hours 6 Hours Credits Hours Per Week Hours Per Week Competence: A-II/1 F1.C1: Plan and conduct a passage and determine position Terrestrial and coastal navigation KUP KUP2. Ability to determine the ship's position by use of.1 landmarks.2 aids to navigation, including lighthouses, beacons, and buoys.3 dead reckoning, taking into account winds, tides, currents, and estimated speed Course At the end of the course, the students shall be able to: Outcome CO1. Use the most appropriate terrestrial method of fixing the ship's position under prevailing circumstances and conditions. Course Code: NAV3 – Module 1 Page 3 of 79 AY 2024-2025 (1ST SEM) COURSE GUIDE There are no shortcuts to success here. The institution prepares you to face the demands of the modern age of learning in this new standard without compromising quality education and training in the maritime sectors. The only secret to fulfilling this module’s requirements is commitment to the institution's mission, dream, and aim with perseverance, integrity, and dedication. The module has been meticulously, perceptively and independently designed to reinforce the cornerstone of good education for you to resiliently learn the various underpinning technical and general knowledge in maritime studies. As your facilitator, moderator and assessor in this particular course, you will be greatly directed and trained to test your ability to meet potential adversities in life as ship officers. The common objectives of quality learning are to ensure that you meet the competencies mandated by the STCW 1978, as amended. Minimum criteria for achieving both theoretical and practical aspects consistent with knowledge, understanding and skills captured through standards assessment and evaluation. I am honing you as a conscientious learner to conduct all of the tasks, assignments and tests in a very trustworthy manner. Clearly remember that this module is just a learning tool with all the convenience and complete all the tasks asynchronously to pave the way for a rigid assessment of each end of the module. The following guides and house rules will help you sustain the course line in the midst of the sea obstacles and eventually say, "I HAVE ARRIVE TO THE DESTINATION OF SUCCESS." Here are the guidelines which you should follow: 1. Perform your time management by reading and relating every part of the module to reach the various learning references. Do advanced research using different essential learning kits from books, magazines, interactive apps and applications that you believe can help you complete the tasks. Despite internet connectivity restrictions including government quarantine policies and compliance procedures, it is your initiative to scrupulously and with good conscience perform the institution's designed blended programs in either synchronous or asynchronous mode. 2. You are on a distance learning cycle that manifests the classes by online, off-line or hybrid approaches in coping with the highest level of quality education without sacrificing other modules of the other enrolled courses. It takes flexibility and efficient time management to reach the deadlines set by the organization andalso by the facilitators. Using the devices such as mobile phones, laptops and other automated reminders to inform you of the production submission and alert you of the deadlines. It will help you manage your time by putting the notices in a conspicuous location. 3. Stick to the query schedule that your facilitators have set. We m are not members of the call-center that can answer all your questions in 24/7 modes. Ask only relevant questions, and avoid questions that are redundant. 4. Do not become a delay instrument. If you cannot complete the tasks in the set schedules, you will find it difficult soon. Remember you can't proceed to the next module unless you get satisfactory and passing remarks. Course Code: NAV3 – Module 1 Page 4 of 79 AY 2024-2025 (1ST SEM) 5. Guidance is very important to execute the tasks easily. Keep in mind that assumptions are particularly dangerous during onboard operations. Learn to read the instructions before attempting to carry out the assigned tasks or assessments. Never settle to a median score but strive for the highest standards of skills. 6. Study the lessons ahead of time. Utilize all the energy and imagination effectively. Learn how to use all the learning kits and references before doing the elements needed on your modules. Make sure no missing links are found. 7. In all honesty, always answer the pre-test to help gauge the level of knowledge and awareness of the topics. It is just a diagnostic test of yours. 8. All the discussions are academic fora, meaning the relevant academic meetings are applied. a. Your performance will objectively be based on the rubrics of your tasks. Check the notations or any assessment tool that meets the competencies. b. As much as you can, avoid using abbreviations and acronyms unless theyare entered in the readings and used in your introduction. Avoid writing in all capital letters if using digital learning kit. In a paper-based approach you are expected to write without erasures and alterations in capital and bold letters. c. Please post corresponding and appropriate paragraphs on your production. Work independently until your facilitators give feedback, without disturbing others for approvals and disapprovals. Never settle inputs that you composed without reliable information and resources. Learn to identify references or even quote other people's works even without particular template types in your outputs. Do not post uninformed or half-cooked opinions from scanty knowledge. d. Read and analyze your classmates' contributions in the discussion fora. Correct and courteous response. Never leave the forum, unless you need to. Use appropriate language always when participating in any form of collaborative discussions. e. When sharing ideas or questions, be polite and respectful, and contradict your views and opinions. Never be disrespectful and promote personal assault. Apply not to people with reliable proof and references to ideas / statements. Remember that the purpose of academic discussion is to develop critical and analytical thinking skills and camaraderie. f. Do not post lengthy posts (don't accept turning around the bush). Just stick to the point. Keep your main point clear and express it in the shortest possible terms. Don't let the conversation drift. g. Secure your confidentiality. Ponder before you post so as to prevent misinterpretation and offend other parties to your ideas. If you want to share something private, please do so by e-mail or private messenger. 9. Do not plagiarize, and do not write patches. Patchwriting is still a plagiary type. To assess the percentage of resemblance and remove copyright infringement, use the plagiarism checker. The act of making small modifications and substitutions to copied source material is referred to (Merriam-Webster, 2020).To be more secure use a plagiarism check. 10. Do your best to remind your facilitator, by all means, of any inevitable delays or "absences" or "silences" over the course of a week or other questions at the specified time. No time as peekaboo as this moment. Be transparent regarding your situation. Course Code: NAV3 – Module 1 Page 5 of 79 AY 2024-2025 (1ST SEM) 11. Notice that the platform is an area of simulated learning, not a social networking site or a social media gossip portal. Use a recent and correct photo ID on your profile page and fill in the details needed for proper identification. 12. Materials and other resources shall be made available to you and it is strongly recommended that you be resourceful and imaginative. 13. The assessment will be generated hierarchically via the digital platform at the scheduled time. When you have failed the evaluation by element, the platform will guide you from the start to evaluate the element completely and restart the evaluation and pass the evaluation before beginning the next element. 14. Follow guidelines and assumptions at all times are strictly prohibited. Ask your facilitators about their convenient class hours or appointed time for consultation. 15. Finally, you’re the learner; therefore, you’re doing the module yourself. Your family members and friends at home will help you but the requisite tasks MUST be performed and undertaken entirely by you as your performance must be orally checked and validated. The institution's core principles must be adhered to. EVALUATION: In order to meet the appropriate passing grades of this module, you must: 1. Read all your course readings and respond to your diagnostic evaluation, self- assessment and other activities, including reflections. 2. Participate in conversation or for a relevant to the modules with the asynchronouslearning modalities. 3. Submit your appropriate assignments and participate in the digital modular summary evaluation of each element. 4. Send your recommended final teaching-learning activities as per schedule, such as portfolio, case review, investigation report, action research, case study, term paper, and others. 5. Start your general assessment regularly. RESULT: Institutional assessment is divided into two categories: formative and summative. The formative component is an assessment provided by your facilitator by element in which you have to pass by the 80 percent or as required otherwise you cannot proceed to the next element. The institution will determine whether how many attempts are allowed for you to enjoy or you will be required to pay the correct amount to be recovered. Never try if you are not sure you are well equipped with the critical knowledge and analytical skills of the learned outcomes. At your most comfortable moment, you can try the quiz earlier; however, you have to make sure you meet the minimum passing criteria for each item. Therefore, the summative evaluation is called a Course Code: NAV3 – Module 1 Page 6 of 79 AY 2024-2025 (1ST SEM) general assessment given to you only once at the end of the module. You must undergo the "Course Outcomes Assessment" based on your most critical learning skills provided by the CHED Memorandum Order (CMO) or the Joint CHED-MARINA Memorandum Circular(JCMMC). The reflective questions are designed to help you critically analyze the courses for better understanding while the pre- and post-tests, including the tasks and exercises, are a tool for review management to prepare you for the general evaluation at the end of the module. GRADING SYSTEM: You have to meet the passing grades by referring it to the institutional grading systemand procedures. LECTURE WITH LABORATORY  ASSESSMENT (Course/s with laboratory)  LABORATORY ASSESSMENT: -60% Simulator / Scenario Assessment  SUMMATIVE ASSESSMENT: -40% Periodical Examination TOTAL - 100% PURE LECTURE:  ASSESSMENT (Course/s without laboratory)  Formative Assessment: -60% -Quizzes/Hands-on Activity -30% -Recitation/Class Participation -20% -Project/Assignments -10%  SUMMATIVE ASSESSMENT: -40% Periodical Examination TOTAL - 100% OVER-ALL PASSING GRADE: Sixty percent (60%) or given a remark as “COMPETENT” When you earn a score below 60 percent, you are deemed "NOT YET COMPETENT" and you are subject to a RESIT schedule. Your required maximum number of RESITS will be granted in accordance with the Quality Standard System (QSS) to improve your lowest percentage of assessment and the most important thing is for you to retake a specific element that you have achieved least in order to meet the overall passing grade. Pls. put a check mark if conformed  I have fully read and agree to the above statement. I wholly uphold the academicintegrity. Name & Signature: Course Code: NAV3 – Module 1 Page 7 of 79 AY 2024-2025 (1ST SEM) MODULE MAPPING Module Title Terrestrial and Coastal Navigation 2 Module Description This module deals with terrestrial and coastal navigation Course Outcomes At the end of the module, you should be able to: Addressed C01. Use the most appropriate terrestrial method of fixing the ship's position under prevailing circumstances and conditions. At the end of the module, you should be able to: Module Learning Outcomes LO1.1: Describe the different paper charts and special purpose charts utilized for the terrestrial and coastal navigation LO1.2: Interpret the different information found in the charts LO1.3: Illustrate on how to carry out updates and correction to the nautical charts LO1.4: Discuss the recommended procedures to effectively use of nautical charts to safety of navigation LO1.5: Describe the Nautical Publications issued by the authorized hydrographic offices LO1.6: Discuss the advantages of having electronic nautical publication in passage planning LO1.7: Identify the planning factors of a passage involving the relevant resources LO1.7.1: Discuss the relevant preparation in supplement to the information used for passage planning. LO2.1:Discuss the principles and relevance of magnetism to ship’s compasses LO2.2: Determine course and bearing in a typical heading relationship LO3.1: Discuss the significance of compass error by transit bearings in the safety of navigation LO3.2: Describe how ship’s heading affects by adjustment and coefficient correctors Element Title Module 1 Time Period Week 1 - 4 Periodic Term Preliminary Course Code: NAV3 – Module 1 Page 8 of 79 AY 2024-2025 (1ST SEM) MODULE TIMETABLE Course Code: NAV3 ElementNo. Time Frame Week No. Course Description: Terrestrial and Coastal Module Navigation 2 Title of the Element HRS DAY I 1 A 3 Nautical Chart and Publications- Nautical charts I 2 B 3 Nautical publications Planning factors I Ship Compasses 3 3 C Compass Course and Bearing I Compass error by transit bearings Adjustments and 3 4 D Correctors NOTE: Your next set of Modules are released every after Legend: passing the general assessment and the complete M – Monday; submission of the activities in the current module to both Hrs. T – Tuesday; modalities. For the paper-based modality, your TOTAL (The facilitator shall be W-Wednesday; submission of the requirements to the institution is encouraged to have flexible Th – Thursday; required time of submission) F – Friday; S – Saturday; As – Asynchronous; Sy – Synchronous; Bl – Blended Course Code: NAV3 – Module 1 Page 9 of 79 AY 2024-2025 (1ST SEM) MODULE 1 (ELEMENT A - D) STUDY SCHEDULE Module Charts and Publications Course Outcomes A. Nautical Chart and Publications- Module Learning Element Nautical charts B. Nautical publications Planning factors Outcome Week C. Ship Compasses Compass Course and Bearing D. Compass error by transit bearings Adjustments and Correctors 1-4 CO1 MLO1 Time Period Specific Learning Objectives by Resources Assignm Element Format ent Engage: - Worktextbook - e-Hand- out 1. What is a Map? - Mobile apps (Software, ect) 2. What is a Map Projection? - Video Clips - Multimedia 3. What is a Chart Projection? Presentation ASSESSMENT DATE: ASSESSMENT TYPE: - Paper-based Pre-test - Paper-based Post-test REFERENCES:  The Mariners’ Handbook, 11th Edition (2016), H.G. Beck  Navigational Instruments with Compasses, 1 st Edition, 2020  Terrestrial Navigation 1, Eugenio J. Ynion, ISBN 971-92375-3-8  International Convention for the Safety of Life at Sea (SOLAS), as amended, IMO Sales No IE110E, SOLAS Consolida Edition  JCMMC 1 s. 2023 - PSG for BS Marine Transportation and BS Marine Engineering Programs Course Code: NAV3 – Module 1 Page 10 of 79 AY 2024-2025 (1ST SEM) DISCUSSION OF LESSON 1 Nautical Charts and Publications Lesson 1 - Nautical Charts and Publications Learning Module 1.1 Chart Projections 1.2 Chart Requirements 1.3 Nautical chart Competence: A-II/1-F1-C1 Plan and conduct a passage and determine position Course Outcome/s: Use the most appropriate terrestrial method of fixing the ship's position under prevailing circumstances and conditions Learning Outcomes: LO1.1: Describe the different paper charts and special purpose charts utilized for the terrestrial and coastal navigation LO1.2: Interpret the different information found in the charts LO1.3: Illustrate on how to carry out updates and correction to the nautical charts LO1.4: Discuss the recommended procedures to effectively use of nautical charts to safety of navigation Overview “A chart can be map but a map cannot be a chart.” A nautical chart is a graphic representation of a maritime area and adjacent coastal regions. Depending on the scale of the chart, it may show depths of water and heights of land (topographic map), natural features of the seabed, details of the coastline, navigational hazards, locations of natural and human-made aids to navigation, information on tides and currents, local details of the Earth's magnetic field, and human-made structures such as harbours, buildings and bridges. Nautical charts are essential tools for marine navigation; many countries require vessels, especially commercial ships, to carry them. Nautical charting may take the form of charts printed on paper or computerized electronic navigational charts. Recent technologies have made available paper charts which are printed "on demand" with cartographic data that has been downloaded to the commercial printing company as recently as the night before printing. With each daily download, critical data such as Local Notice to Mariners is added to the on demand chart files so that these charts will be up to date at the time of printing. Course Code: NAV3 – Module 1 Page 11 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 12 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 13 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 14 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 15 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 16 of 79 AY 2024-2025 (1ST SEM) Developed by Gerhardus Mercator some 400 years ago.Imagine a cylinder rolled around the earth, tangent at the equator, and parallel to the earth’s axis.Meridians appearas straight vertical lines when projected outward onto the cylinder. The Most Common Projection Used in Maritime Navigation. Point of Tangency is the Equator. Rhumb lines plot as STRAIGHT lines. Course Code: NAV3 – Module 1 Page 17 of 79 AY 2024-2025 (1ST SEM) ADVANTAGES of the Mercator projection: Position, distance, and direction can all be easily determined Rhumb lines plot as straight lines Meridians plot as straight lines Disadvantages of the Mercator projection Distortion of true size of surface features increases with distance from the equator Great circles, other than a meridian or the equator, appear as curved lines. AZIMUTHAL -A perfectly flat piece of paper (a plane) would touch the globe at a point. This projection is a good choice for maps with circular or square shapes. When the point of tangency is one of the poles, meridians are shown as straight lines radiating from the pole. If parallels are then drawn as equally spaced concentric circles, this projection would be equidistant (scale is true along any line radiating from the center point, in this case the pole). Gnomonic Projection: Great circle routes (the shortest distance between two points on the globe) appear as straight lines on this Azimuthal, its advantages are: Great circles appear as straight lines. Due to this attribute, the gnomonic chart is mainly used to plot the optimum great circle route (shortest path) between two points. These points are then picked off the gnomonic chart and plotted on a Mercator chart; Distortion is tolerable within 1,000 miles of the point of tangency. Its disadvantages are: Rhumb lines appear as curved lines, Distance and direction cannot be measured directly, it is not conformal (true shapes are not presented). Gnomonic Projection Advantages of the Gnomonic Projection: Great circles appear as straight lines. Used to plot the optimum great circle route (shortest path) between two points Course Code: NAV3 – Module 1 Page 18 of 79 AY 2024-2025 (1ST SEM) Disadvantages of the Gnomonic Projection, Distortion of shape and scale increases as the distance from the point of tangency increases. Distance and direction cannot be measured directly from a gnomonic projection. Polyconic Projection Course Code: NAV3 – Module 1 Page 19 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 20 of 79 AY 2024-2025 (1ST SEM) Chart Projection Summary Mercator Gnomonic Parallels: Straight lines Curved (except equator) Meridians: Straight Straight Conformal: YES NO Great Circles: Curved* Straight Rhumb lines: Straight Curved lines Applications: Piloting Great-circle determination Course Code: NAV3 – Module 1 Page 21 of 79 AY 2024-2025 (1ST SEM) The advantage of the Mercator projection is that Latitude and Longitudes are at right angles and it makes it easy to read the bearing. At small scale, the Mercator projection also gives true distances. Unfortunately, because the distance in Longitudes are equal to the cosine of the Latitude, the Mercator projection cannot really be used near the poles, where distortion reaches its maximum. As an example. A Mercator projection at latitude 60º North gives a one-by-one-degree rectangle which is twice as high as wide (the cosine of 60º is 0.5) WHAT IS A CHART PROJECTION – is a process of transferring points in the surface of the sphere or spheroid onto a plane or onto a developable plane surface such as a cylinder or cone to produce a systematic drawing of lines representing the parallels of latitudes and the meridians of longitudes of the earth or portion of the earth? Course Code: NAV3 – Module 1 Page 22 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 23 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 24 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 25 of 79 AY 2024-2025 (1ST SEM) Checkpoint (Essay) Activity 1: ADVANTAGES of the Mercator projection Activity 2 : DIS-ADVANTAGES of the Mercator projection Activity 3: ADVANTAGES of the Gnomonic projection Activity 4: DIS-ADVANTAGES of the Gnomonic projection Course Code: NAV3 – Module 1 Page 26 of 79 AY 2024-2025 (1ST SEM) LO1.2: Interpret the different information found in the charts The properties of the chart and its limitations How to Read a Nautical Chart  SEE PDF: U.S. Chart No. 1 Symbols, Abbreviations and Terms used on Paper and Electronic Navigational Charts and Navigation useful resources pdf Course Code: NAV3 – Module 1 Page 27 of 79 AY 2024-2025 (1ST SEM) LO1.3: Illustrate on how to carry out updates and correction to the nautical charts Correcting of Nautical Chart I. Correcting of Nautical Chart The nature of a waterway depicted on a chart can change at any time, and artificial navigational aids can be changed at any time. As a result, never use old or uncorrected charts for navigation. As such, the process of updating and correcting a navigation chart is ongoing. Following the publication of a chart, constantly changing navigational features and aids, as well as other relevant information, must be promulgated in order to keep ships navigating in those areas up to date. Failure to correct a chart would be very troublesome. For instance, if in case that you weren’t able to update the chart for your voyage and it happened that there was a ship wreck in an area, your ship could be aground. Various Means to update and keep corrected the chart outfit system onboard are: Admiralty Notices to Mariners, Cumulative List of Notices to marinersls, and Annual Summary of Notices to Mariners. These Notice to Maariners could either be received in digital form or paper form. We may access to hydrogrophic office ebsites to get updates. You can go to UKHO and select 'view update list by chart number' if your computer is turned on. Put the chart number in the box provided, and it will show you a list of all the corrections made to that chart since its most recent edition was released. Before we start chart correction, we must first use highlighter pen to highlight the charts that we have on-board in the correction log (NP133A). Then, we must jot down the correction log numbers from all ANM’s to be corrected, in ascending number. We have to remember that the charts that we must correct first are those that we are going to use in our voyage, followed by all of the charts on-board. Then, we must pull out all of the affected charts, reassure the notice Course Code: NAV3 – Module 1 Page 28 of 79 AY 2024-2025 (1ST SEM) number, and see to it whether the last correction affecting the chart was already applied at the chart’s bottom left-hand corner. II. Equipment and Tools used in Updating Charts 0.25 or 0.18 Magenta Pen The first equipment that we will be using is magenta or violet waterproof permanent pen. The ink must not blue, black, or red because these inks will not be seen under the red lighting often used at night. When making updates, a 0.25 nib is ideal for deleting items or inserting chart limits, among other things. Pens with a 0.18 nib are ideal for writing light descriptions. It can also be used to remove some items. Pencil A 7h pencil can be used on board ships to pinpoint a position. A 2b pencil, on the other hand, is used for standard chart work, such as a cable guideline. Eraser or Scalpel Rub out pencil guidelines on charts or insertions in the NP133 paper chart maintenance record with an eraser. A scalpel, on the other hand, can be used to scratch out detail if you make a mistake. Glue A good quality glue will enable you to stick down blocks, notes and tables onto charts it will provide a neat and permanent fit. Hacksaw Blade A hacksaw blade can be used to draw the symbol for a cables of submarines etc. The blade should have 14 teeth to one inch or 2.5 centimeters. Rulers, compass, templates Textual updates can be plotted using rolling, stepping, and parallel rulers. For precise positioning, dividers are more sensitive. Draw straight guide lines with a 2b pencil and line work such as leading lines, sectors, and cables using a 12 or 18 inch plastic ruler. It can also be used to insert deletion lines; however, when drawing large circular areas, a compass with a pen attachment should be used. A steel straightedge can help you locate a position on a chart. For drawing symbols, a template with various hole sizes is used. NP5011 Provides information on the symbols and abbreviations used on ADMIRALTY charts around the world, as well as international Chart Series Paper Charts. It also includes hydrography, topography, and navigational aids and services information. NP 133 Course Code: NAV3 – Module 1 Page 29 of 79 AY 2024-2025 (1ST SEM) It is the paper chart maintenance record listing every chart numerically use the publication to record updates by their nm number against any chart affected. It's extremely important to keep an up-to-date record of all updates otherwise you can very easily lose track and are more likely to miss applying NMS. III. Notices to Mariners and How to Used them The Catalogue of Admiralty Charts and Publications is published every year with current and updated editions of charts, however, if during the year the Weekly Notices to Mariner indicate any new editions or new charts, they are to be inserted in the chart catalogue by the navigating officer. A notice to mariners (NOTMAR, or NTM) advises mariners of important matters affecting navigational safety, including new hydrographic information, changes in channels and aids to navigation, and other important data. Before we start chart correction, we must first use highlighter pen to highlight the charts that we have on-board in the correction log (NP133A). Then, we must jot down the correction log numbers from all ANM’s to be corrected, in ascending number. We have to remember that the charts that we must correct first are those that we are going to use in our voyage, followed by all of the charts on-board. Then, we must pull out all of the affected charts, reassure the notice number, and see to it whether the last correction affecting the chart was already applied at the chart’s bottom left-hand corner. A small grid can be used to quickly identify where the update is on the chart; for example, if the cross is in the lower left box, the update will be in the chart's lower left corner. Before applying any new update, double-check that the chart already contains the previous one. After applying an update, write the notice number in the bottom left-hand corner of the chart using magenta pen to record the completed update. If you're using a year date, underline it so it doesn't get mixed up with a nm number. Finally, in NP 133 a, use a 2b pencil to cross through the appropriate nm number to show that the update has been applied. IV. Terms and Symbols Used in Updating Charts with Explanation each There are 4 terms and symbols used in updating charts. These are move, insert, replace/amend, and delete. Move Move is the only instruction depicted by an arrow symbol. The feature will be shown in its new position with the arrow drawn from its existing position. Occasionally features are moved a short distance from their original position. Draw a small circle at the new position and arrow the feature to that position Insert The feature to be inserted is always depicted in its true position on the tracing. If there is not enough clear space to insert the feature in its true position (as per the tracing) then the new Course Code: NAV3 – Module 1 Page 30 of 79 AY 2024-2025 (1ST SEM) feature can be drawn in an open area of the chart and ‘arrowed in’ to a small circle in the correct position. Replace/Amend The new feature will overlay the existing feature to be deleted and is accompanied by ‘in lieu’. Wherever possible, overwriting of existing information should be avoided. Point symbols (i.e. depths, buoys, wrecks) should be inserted in a clear space and ‘arrowed’ into position. Legends may be amended by inserting the new text in clear space adjacent to the existing charted detail. Delete All deletions are depicted by a double strike through line with the deletion symbol annotated adjacent to. Deletions are made by drawing two straight lines through each piece of text or feature to be deleted. V. Applying Notice to Mariners Block to an Admiralty Chart Block Corrections are small chartlets that contain detailed or complex chart correction data that is difficult to describe textually. The images are cut out and pasted onto the chart. Any blocks printed with a color inkjet printer should be laquer sprayed to prevent the image from being accidentally erased with an eraser Blocks do not have tracings, but the textual NMS will provide you with a central position. Begin by placing the block on a flat surface, ready for cutting out. Blocks must have at least 5 millimeters of coverage within the boundary, with no new or deleted information. Using a parallel steel rule and a scalpel, carefully cut out the block, removing the enclosing black border line while staying within the 5 millimeter overlap. Now with a magenta pen, check the fit for applying the block to the chart within the block area in case the block peels off, then apply adhesive to the block, place the block in position, and press firmly down once complete, double-check that the block position is correct and that no information has been missed, and finally add the nm update number to the charts notices to Mariners section in the bottom left corner of the chart. Take note that international paper size A4, thickness/weight 80 gsm paper is the minimum paper specification for printing Colour NM Blocks. (This is the same paper that was used in the printed Monthly NM booklet for the NM Blocks.) Observation: (Ensure the paper quality is in accordance with the Printer manufacturers specifications). VI. What to do if you have mistake on Correcting Admiralty Chart If you make a mistake while applying a nm, you can use an eraser to erase pencil markings or a scalpel to scratch out pen markings. Never use correcting fluid when updating charts because it can crack and peel off, allowing previously deleted data to reappear. Instead, aim for the best possible draftsmanship so that you and others can read the information clearly. Most importantly, all positions must be exact depths, with clear legends and legible descriptions. Course Code: NAV3 – Module 1 Page 31 of 79 AY 2024-2025 (1ST SEM) To ensure that these standards are met, you should have a documented and auditable set of procedures in place. This should include spot checks carried out by your colleagues for more information and assistance with updating your charts. look at the publication NP to 9 for information on how to keep your admiralty products current. file:///C:/Users/JERCEPC/Downloads/ilide.info-procedures-for-updating-and-correcting- nautical-charts-pr_e2b79b6cb3a5fc1f5524c7629173ed2e.pdf LO1.4: Discuss the recommended procedures to effectively use of nautical charts to safety of navigation A nautical chart is one of the most fundamental tools available to the mariner. It is a map that depicts the configuration of the shoreline and seafloor. It provides water depths, locations of dangers to navigation, locations and characteristics of aids to navigation, anchorages, and other features. The nautical chart is essential for safe navigation. Mariners use charts to plan voyages and navigate ships safely and economically. Federal regulations require most commercial vessels to carry electronic or paper nautical charts while they transit U.S. waters. Since the mid-1830s, the U.S. Coast Survey (a NOAA predecessor agency) has been the nation’s nautical chartmaker. NOAA's Office of Coast Survey is still responsible for creating and maintaining all charts of U.S. coastal waters, the Great Lakes, and waters surrounding U.S. territories. https://oceanservice.noaa.gov/facts/nautical_chart.html#:~:text=Nautical %20charts%20are%20key%20to%20safe%20navigation.&text=It%20is%2 0a%20map%20that,is%20essential%20for%20safe%20navigation. Course Code: NAV3 – Module 1 Page 32 of 79 AY 2024-2025 (1ST SEM) DISCUSSION OF LESSON 2 Lesson 2: Nautical publications Planning factors LO1.5: Describe the Nautical Publications issued by the authorized hydrographic offices Course Code: NAV3 – Module 1 Page 33 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 34 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 35 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 36 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 37 of 79 AY 2024-2025 (1ST SEM) LO1.6: Discuss the advantages of having electronic nautical publication in passage planning Course Code: NAV3 – Module 1 Page 38 of 79 AY 2024-2025 (1ST SEM) LO1.6: Discuss the advantages of having electronic nautical publication in passage planning The Pros: 1. Availability: One of the great advantages of ECDIS over paper charts is the availability of electronic charts – especially when voyage orders are received at the last minute. Gone are the days when Second Mates huddled over the good old NP 131 (chart catalogue) to determine what charts they require for the voyage. This was followed by the arduous task of ordering these charts and hoping that they arrive in time. More often than not, this proved a major challenge especially on tramper trades which tend to get last minute voyage orders. With vessels going chartless, all that the Second Mate needs to do now is plot a rough course in the voyage planner and a list of all the required paper charts is populated. The Master then emails this list to the chart supplier, who will then send the activation codes for those charts. A task that with skill and practice required hours now takes a few minutes. 2. Speed and Accuracy: With ECDIS as the primary source of navigation, the Navigating Officer can plan and summarise the passage much faster than on Paper Charts. Most ECDIS units have a facility where the waypoints can be imported into an excel format which reduces the effort to manually input the waypoints when compiling the Voyage Plan. Daily reporting data such as Distance to Go, Distance Covered, Average Speed, etc. can be done quickly with hardly any effort. 3. Corrections: Before the advent of paperless navigation, the largest chunk of the Navigating Officer’s work time was consumed in Correcting Charts. Correcting charts with speed and accuracy was a skill that took a long time to master. Even then there was a possibility of the occasional erroneous correction. The Temporary and Preliminary (T&P) Notices were especially tedious since these came without tracings and required a thick file to be maintained. Keeping the world folio updated was a matter of pride which came with a lot of bragging rights. All that has changed with paperless navigation. The Navigating Officer now receives weekly updates to the Electronic Charts via Email which he has to download onto a zip drive and upload them to the ECDIS. Even the dreaded T&P notices are now shown electronically on the ECDIS. 4. Continuous Monitoring of Vessel’s Position: One of the single biggest advantages of the ECDIS over paper charts is its ability to enable the user to see the vessel’s position in real time without user action. The ECDIS is interfaced with both the vessel’s independent GPS transceivers, thereby making the system work even if one fails. However, we all know that GPS signals can be unreliable and are prone to errors occasionally. This problem can be overcome by using the Radar Overlay and Echo Referencing facility in the ECDIS and Radar. The Radars need to be interfaced with the ECDIS for this. Once this is done, the user will have to activate the overlay tab of the ECDIS which will super impose the Radar Screen on the ECDIS. By checking that the Radar Echo is matching with the ECDIS display, one can be assured that the positions can be relied upon. Course Code: NAV3 – Module 1 Page 39 of 79 AY 2024-2025 (1ST SEM) Another feature enabling continuous position monitoring, especially during coastal navigation is ARPA Echo Referencing. This is done by acquiring a fixed / stationary target such as a small island, lighthouse, rock etc. on the Radar (ARPA) and then activating the ARPA tab on the ECDIS. Next step is to deselect the Secondary Position Source on the ECDIS as GPS and select Echo Reference in its place. Once enabled, this gives the user visual indication of the past tracks of both the Primary (GPS) and Secondary (Echo Reference) position fixing modes. Finally, one can also use the Radar Range and Bearings to plot positions on the ECDIS display, just like on paper charts. All types of ECDIS these days come with an option of manually plotting the position using the Range / Bearing method. One simply has to take the range and bearing from a suitable radar object and plot this on the ECDIS by using the Range / Bearing function of the ECDIS itself. In ECDIS terminology, this is referred to as a Line of Position (LOP). A time stamp is printed on the ECDIS screen (see figure below) with both the GPS positions and the LOP. This serves as a ready indication of any offset present between the GPS and Radar fixes. 5. Anti-Grounding Alarms and Settings: Though ECDIS has now evolved into a full-fledged primary source of navigation, it was born as an Anti-Grounding aid to Navigation. Even to this day, the ability of the ECDIS to warn the user of approaching shallow waters make it one of the most useful equipment on the bridge. The user has complete flexibility to determine these safety settings on the ECDIS. Most companies’ will have strict guidelines on the minimum safety parameter settings. As a minimum, the following serves as a general guideline. Safety Frame (Look Ahead): This is the setting which will sound an alarm if the vessel is within the limit specified. It should generally be set at not lower than 10 minutes in Open waters depending on the Speed of the Vessel. This may be lowered in coastal waters based on the situation. Shallow Contour: This setting indicates the non-navigable area and marks the boundary outside of which the vessel may safely navigate. Crossing this boundary will result in the vessel running aground. Is usually indicated by a Deep Blue Colour which marks the non- navigable area. Usually set to a value of the present deepest draught of the vessel (without any squat or ukc factored in). Safety Depth: This marks and highlights the minimum depth required for the vessel to remain safely afloat. As a thumb rule, Safety Depth = Deepest Static Draught + Anticipated Squat + Company’s Min UKC. Safety Contour: In general, the Safety Contour may be set equal to but not lower than the Safety Depth setting. Waters with depths lower than the Safety Contour should be construed as No-Go Area. The Master may set the Safety Contour to a value higher than the Safety Depth if he determines that an additional safety buffer would be required depending on the prevailing circumstances and conditions. Indicated by a Grey Coloured area on the ECDIS. Course Code: NAV3 – Module 1 Page 40 of 79 AY 2024-2025 (1ST SEM) Deep Contour: This setting is very handy for vessels engaged in operations such as Tank Cleaning or Ballast Water Exchange where it is mandatory to carry out the operation in waters exceeding a certain depth. Vessel’s not engaged in such operations may set this value as deemed appropriate but in any event this should not be lower than the Safety Contour. Indicated by a white coloured area on the ECDIS screen. 6. User Determined Alarm Settings: While there are certain safety critical alarms that are ON by defaults and cannot be changed, there are a host of other alarms and warnings which may be switched on or off by the User depending on the situation. Prudence should be exercised when activating / deactivating alarms and warnings. Too many alarms could result in Alarm Deafness (more on this later) and too few alarms might result in a false sense of Safety. It is of utmost importance that the Navigational Watchkeeping Officer is fully familiar with all the Alarms and Warnings which have been activated. A handover checklist of the alarms and warnings should be completed before taking over the watch. Prior taking over the watch, it is essential to note down what warnings / alarms are already in place. 7. Enhances Search and Rescue Capability onboard: Modern ECDIS units have the option of interfacing NAVTEX and EGC with the ECDIS display. Warnings and Alerts are automatically displayed on the ECDIS screen, whilst at the same time giving an audible and visual indication on the unit itself. Quick Range and Bearings are obtained by the Electronic Range and Bearing Line (ERBL) function. This enables the user to quickly determine if the vessel is in a position of providing assistance to the distressed craft. The ECDIS unit also has a Man Overboard (MOB) function which can be activated in the event of a person falling overboard. This marks the position / datum which is used as a reference for Recover and Rescue. 8. Cost Efficient: Although, Electronic charts are by no means cheap, they still have an edge over paper charts dollar for dollar. Electronic Chart Permits are obtained electronically with minimum data usage. Paper charts though, have to be delivered physically which involved handling fees by the agents, especially if ordered at the last minute. On rare occasions vessel’s had to divert only to pick up charts if the voyage was changed at the last minute. This involved massive costs such as Agency fees, Boat costs etc. All this can be avoided by using Electronic Charts. 9. Environmentally Friendly: Remember having to dispose of all those old charts many of which were never used? Now imagine hundreds and thousands of vessels doing the same. Not to mention the phenomenal amount of paper that is used to print out blocks, tracings and T&P notices. This doesn’t happen with the ECDIS. The ECDIS does pack in a strong punch in reducing the carbon footprint of every vessel which goes paperless. https://www.marineinsight.com/marine-navigation/pros-and-cons-of-ecdis-or-paperless- navigation-of-ships/ Course Code: NAV3 – Module 1 Page 41 of 79 AY 2024-2025 (1ST SEM) LO1.7: Identify the planning factors of a passage involving the relevant resources LO1. 8 Determine The planning factors of a passage involving relevant resources. The technique of developing a full description of a vessel's voyage from start to end is known as passage planning or voyage planning. The captain of a ship is legally responsible for passage planning, according to international law. The navigation officer of a ship, usually the second officer aboard commerce ships, is in charge of route planning. Groundings, crashes, and oil leaks can all result from poor passage planning and unapproved deviations from the plan. A passage plan is intended to establish a comprehensive berth-to-berth navigation plan in order to ensure a safe voyage by determining a path that will be followed by: Recognizing the dangers and evaluating the risks and decision points that come with them. Checking the depth of the water and the amount of sea room available. Appraisal, planning, execution, and monitoring are the four stages of passage planning. These stages are outlined in the International Maritime Organization's Guidelines For Voyage Planning (Resolution A. 893(21), which are reflected in the local laws of IMO signatory countries. Example Of Passage Plan: 1.Appraising – all relevant2.Planning – the intended voyage3.Executing- the plan taking account of prevailing conditions4.Monitoring – the vessel’s progress against the plan continuously. Ship Passage Planning – Essential Steps A ship’s passage planning involves 4 major steps/stages. They are asfollows:1. Appraisal - In this stage, the master of the ship discusses with the chief navigating officer (usually the Second Mate), as to how he intends to sail to the destination port. (In some cases it may be required for the master to plan the passage). This is the process of gathering all information relevant to the proposed passage, including ascertaining risks and assessing its critical areas. This involves information extracted from publications as well as those within the chart. 2. Planning - Having made a full appraisal using all information at handpertaining to the passage, the OOW, under the authority of the Master is toprepare a detailed plan for the passage. In this stage, the intended coursesof the ships are actually laid out on the charts of suitable scale and alladditional information is marked. The plan is laid out from pier to pier,including the pilotage waters.It is a good practice to mark dangerous areas such as nearby wrecks,shallow water, reefs, small islands, emergency anchorage positions, and anyother information that might aid safe navigation.3. Execution - In this stage, the navigating officers execute the plan thathas been prepared. After departure, the speed is adjusted based on the ETAand the expected weather and oceanographic conditions. The speed shouldbe adjusted such that the ship is not either too early or late at its port ofdestination. The Master should find out how long his intended voyage is,accounting for water and fuel available. Also to be taken into account areany expected weather changes along the way. In case and ECDIS is beingused, appropriate limits must be set with regard to the safety settings. 4. Monitoring - Monitoring is that aspect which takes into accountchecking of the position of the vessel, such that it remains within the safedistance from any danger areas. Parallel Indexing can be used to maintainsafe distance alongside any hazards to navigation. A safe and successfulvoyage can only be achieved by close and continuous monitoring of theship’s progress along the pre-planned tracks. Situations may arise whereinthe navigating officer Course Code: NAV3 – Module 1 Page 42 of 79 AY 2024-2025 (1ST SEM) might feel it prudent to deviate from the plan. In suchcase, he shall inform the master and take any action that he may deemnecessary for the safety of the ship and its crew. This stage is a veryimportant stage wherein all the deck officers contribute their part toexecute the plan. This calls for personal judgement, good seamanship andexperience. References:https://www.marineinsight.com/marine-navigation/understanding-the-principles- of-passage-planning/https://www.skuld.com/topics/ship/navigation/passage-planning-in-a- nutshell/ https://www.scribd.com/presentation/532696354/Nav3-LO1-8 LO1.7.1: Discuss the relevant preparation in supplement to the information used for passage planning. Passage Planning Four Ocean Admiralty stages of Passages Ship's Paper Sailing List of Guide to Company Other Conclusion Passage Charts or Directions port SMS publications of the Routeing (Pilot) Radio Planning World ENCs entry manuals Signals I. Four stages of Passage Planning Appraisal, Planning, Execution, Monitoring (APEM) are the 4 passage planning steps in passage planning. In the Appraisal stage is the process of acquiring all necessary information on the proposed passage, including identifying dangers and evaluating key areas. This includes data from publications as well as data from the graphic itself. The navigating officer designs a general track for the ship to follow, considering the master's rules, the company's guidelines, the ship's cargo, the marine environment, and all other aspects that may affect the ship. The ships' projected routes are plotted on charts of appropriate scale, with all extra information highlighted. In the planning stage, the design is planned out from pier to pier, including the pilotage waters. The navigating officers carry out the plan that has been created at the Execution stage. Following departure, the speed is modified in accordance with the estimated arrival time as well as the expected meteorological and oceanographic conditions. The ship's speed should be controlled so that it does not arrive too early or too late at its intended port. Monitoring refers to the process of checking the position of the vessel to ensure that it remains within a safe distance of any dangerous areas. This is a crucial step in which all of the deck officers participate to the plan's execution. This necessitates sound judgment, seamanship, and experience. II. Ocean Passages of the World Ocean Passages for the World, or NP 136, provides data on weather, currents, ice dangers, winds, currents, waves, and distances for key routes deep sea passage planning. Each of the world's oceans has its own chapter, including information on weather, climate, winds, currents, surge, seasonal variables, and ice dangers. Each of the world's oceans has its own chapter, including information on weather, climate, winds, currents, surge, seasonal variables, and ice dangers. Covers the world's busiest and fastest- growing commerce routes to assist bridge crews and shore side employees with route planning and arrival time calculations. Several route diagrams and tabular route data, as well Course Code: NAV3 – Module 1 Page 43 of 79 AY 2024-2025 (1ST SEM) as charts clearly illustrating the impacts of climate, wave heights, and load line zones, are available to assist users discover information fast. III. Ship's Routing Contains detailed information on all routing measures formerly adopted by IMO-- traffic separation schemes, deep-water routes, mandatory ship reporting schemes, and areas to be avoided by ships-- up to the end of 1998. Includes new schemes off Spain, Singapore and South Africa and in the Straits of Malacca, as well as a new section on archipelagic sea lanes including a partial system in Indonesian archipelagic waters. IV. Paper Charts or ENCs There are 5 ECDIS and ENC Reference related publications which are: 1. ADMIRALTY Guide to the Practical Use of ENCs (NP231) which assist bridge crews, trainers, and those in charge of risk and safety management in gaining a practical grasp of ENC use. The content is divided into seven chapters and provides information on how to build an ENC, the impact of ECDIS display settings, and how to optimize them. 2. ADMIRALTY ENC and ECDIS Maintenance Record is a quick reference folder that is designed to simplify the management of paper records, helping bridge crews to clearly show inspectors and auditors that ENCs are up-to-date and maintained. Sections include ENC update status, AIO status, withdrawn ENCs, README file review and general maintenance, with descriptions on how to optimise available templates. 3. A D M I R A L T Y G explanations and descriptions of both traditional and simplified forms of ENC symbols displayed in ECDIS, ensuring bridge crews possess the knowledge needed to navigate safely. 4. ADMIRALTY Guide to ECDIS Implementation, Policy and Procedures (NP232) that guides efficient integration of ECDIS across fleets, with clear information to help fleet managers to adopt ECDIS efficiently and ensure ECDIS implementation is fit for purpose. Content also includes guidance on ECDIS policies and procedures to assist crews, fleet managers and those involved in the development of detailed ECDIS operating procedures to ensure ECDIS is adequately covered. V. Sailing Directions (Pilot)Sailing Directions (Pilots) from the ADMIRALTY give critical information for port entrance and coastal navigation for all types of ships at sea. The coverage spans 76 volumes and contains the world's most important commercial maritime routes and ports. It contains data on navigating dangers, buoyancy, pilotage, rules, general country notes, port facilities, seasonal currents, ice, and climatic conditions. When combined with official ADMIRALTY charts, this information can aid situational awareness on the bridge. VI. Admiralty List of Radio Signals ADMIRALTY List of Radio Signals provides information on all aspects of Maritime Radio Communications, helping bridge crews to manage communications and comply with all reporting regulations throughout a voyage. Volume 1 (NP281) - Maritime Radio Stations (Parts 1 & 2) Volume 2 (NP282) - Radio Aids to Navigation, Differential GPS (DGPS), Legal Time, Radio Time Signals and Electronic Position Fixing System (Parts 1 & 2) Volume 3 (NP283) - Maritime Safety Information Services (Parts Course Code: NAV3 – Module 1 Page 44 of 79 AY 2024-2025 (1ST SEM) 1 & 2) Volume 4 (NP284) - Meteorological Observation Stations Volume 5 (NP285) - Global Maritime Distress and Safety System (GMDSS) Volume 6 (NP286) - Pilot Services, Vessel Traffic Services and Port Operations (Parts 1 - 8) VII. Guide to port entry Guide to Port Entry is the most accurate and comprehensive directory of port information on the market. It contains full details on nearly 15, 000 ports around the world and includes information on pre-arrival, port limits, port plans and documentation in addition to pilot areas and environmental information. VIII. Company SMS manuals The safety management system (SMS) is an organized method that shipping corporations develop and apply to assure the ship's and maritime environment's safety. The International Safety Management(ISM) code includes a section on SMS, which outlines all of the critical principles, practices, and procedures that must be followed to guarantee the safe operation of ships at sea. Safe ship management processes must be established on all commercial boats. One of the most significant aspects of the ISM code is SMS. Procedure and guidelines to act in an emergency situation Safety and environmental protection policy Procedure and guidelines for reporting accidents or any other form of non- conformities Clear information on the level of authority and lines of communication among ship crew members, and between shore and shipboard personnel Procedures and guidelines to ensure safe operations of ships and protection of the marine environment in compliance with relevant international and flag state legislation Procedures for internal audits and management reviews Vessel details IX. Other publications Other publications include ADMIRALTY Astronomical Publications that gives Astronomical information to support marine celestial navigation, Miscellaneous Tidal Publications which assist in the prediction of tides, tidal streams and curves, ADMIRALTY Digital Publications whichbrings simplicity, flexibility and speed to passage planning and navigation, and the ADMIRALTY e-Nautical Publications. Conclusion: Nautical publications is a group of publications, either issued by national governments or commercial and professional organizations, for use in the safe navigation of ships, boats, and similar vessels is referred to as nautical publications in maritime circles. Topics such as seamanship and cargo operations may be covered in other publications. The United Kingdom Hydrographic Office, the Wither by Publishing Group, and the Nautical Institute all publish navigational publications in the United Kingdom, including charts, how-to guides, and voyage planning guides. FORMATIVE ASSESSMENT: I. Essay / Discussion / Participation (100 points) Course Code: NAV3 – Module 1 Page 45 of 79 AY 2024-2025 (1ST SEM) What matters most to get to the destination-- speed, safety or convenience? A scoring rubric is provided. I believe that there are 3S's in passage planning. Shortest (Speed), Securest (Convenience), and Safest (Safety). These three are all important factors that must be considered in passage planning and in maritime navigation. Shortest means the least amount of time taken by a vessel to transport a cargo from point A to point B. Securest intends the state of being able to proceed with the transportation of cargo with little effort or difficulty. While Safest signifies the safety of people and property at sea, safety of the marine environment from pollution by ships, antiterrorist security of ships and port facilities. And in my own opinion, the one that matters most in getting into the destination is the overall safeness. The vessel can be delayed and be fined. The crew, the ship owners, and the charterer may face difficulties yet still can transport the cargo. But the lives taken by an accident can never be replaced. And so when the time comes that i'll be the Master of my own ship, i'll never jeopardized the lives of my crew just to have the shortest time taken or by being convenient. Safety is my number one priority II. Short answer quiz. (100 points)In proper order, what are the four stages of passage planning? Write a brief description of each stage. Appraisal, Planning, Execution, Monitoring (APEM) are the 4 passage planning steps in passage planning. In the Appraisal stage is the process of acquiring all necessary information on the proposed passage, including identifying dangers and evaluating key areas. This includes data from publications as well as data from the graphic itself. The navigating officer designs a general track for the ship to follow, considering the master's rules, the company's guidelines, the ship's cargo, the marine environment, and all other aspects that may affect the ship. The ships' projected routes are plotted on charts of appropriate scale, with all extra information highlighted. In the planning stage, the design is planned out from pier to pier, including the pilotage waters. The navigating officers carry out the plan that has been created at the Execution stage. Following departure, the speed is modified in accordance with the estimated arrival time as well as the expected meteorological and oceanographic conditions. The ship's speed should be controlled so that it does not arrive too early or too late at its intended port. Monitoring refers to the process of checking the position of the vessel to ensure that it remains within a safe distance of any dangerous areas. This is a crucial step in which all of the deck officers participate to the plan's execution. This necessitates sound judgment, seamanship, and experience. STUDENT REFLECTION Write a min. of 300-word Reflective Learning Report. You may refer to the guide questions below. Write legibly and submit your work at the end of week 1. Guide questions:1. Think about what you have done. Share your thoughts from different perspectives, what transpired during your activities, and evaluate your actions. Course Code: NAV3 – Module 1 Page 46 of 79 AY 2024-2025 (1ST SEM) 2. Think about what happened. What you did and what didn't work. 3. Analyze what happened. Explain what your learnings are and your difficulties and make a plan on how you would improve. This week was focused on passage planning wherein we discussed the four stages of it. It was also discussed the publications needed in the passage planning. Appraisal, Planning, Execution, Monitoring(APEM) are the 4 passage planning steps in passage planning. In the Appraisal stage is the process of acquiring all necessary information on the proposed passage, including identifying dangers and evaluating key areas. This includes data from publications as well as data from the graphic itself. The navigating officer designs a general track for the ship to follow, considering the master's rules, the company's guidelines, the ship's cargo, the marine environment, and all other aspects that may affect the ship. The ships' projected routes are plotted on charts of appropriate scale, with all extra information highlighted. In the planning stage, the design is planned out from pier to pier, including the pilotage waters. The navigating officers carry out the plan that has been created at the Execution stage. Following departure, the speed is modified in accordance with the estimated arrival time as well as the expected meteorological and oceanographic conditions. The ship's speed should be controlled so that it does not arrive too early or too late at its intended port. Monitoring refers to the process of checking the position of the vessel to ensure that it remains within a safe distance of any dangerous areas. This isa crucial step in which all the deck officers participate to the plan's execution. This necessitates sound judgment, seamanship, and experience. In order to have a successful passage planning, the navigators must also have the needed publications for the intended passage. The only difficulty I encountered this week was in the quiz. The fact that we really do need to understand each publications for a small alteration of data in the definition changes the whole word of it and so we must be careful in answering and must triple check not only the answers but also the questions. https://www.scribd.com/document/535368100/Learning-Activity-4 Course Code: NAV3 – Module 1 Page 47 of 79 AY 2024-2025 (1ST SEM) DISCUSSION OF LESSON 3  Lesson 3: Ship Compasses Compass Course and Bearing Competence, Course Outcomes and Learning Outcomes Competence A-II/1 F1.C1: Plan and conduct a passage an determine the position Course Outcome/s CO1: Use the most appropriate terrestrial method of fixing the ship's position under prevailing circumstances and conditions. Learning Outcomes At the end of this module, the students must be able to: LO2.1:Discuss the principles and relevance of magnetism to ship’s compasses Discussion: The Gyro Compass Card    Gyrocompass has become one indispensable instrument in the majority of merchant ships or naval vessels for its ability to detect the direction of true North and not the direction. It’s comprised of the subsequent units Master compass discovers and maintains actuality north reading with the assistance of gyroscope. Repeater compasses receive and indicate verity direction transmitted electrically Course Code: NAV3 – Module 1 Page 48 of 79 AY 2024-2025 (1ST SEM) from the master compass. The operating principles of the gyrocompass It is a compass having one or more gyroscopes as a directive element and which is worth seeking. - It is electrically driven and has nothing to do with magnetism. - Its operation depends upon four natural phenomena, namely gyroscopic inertia, gyroscopic precession, the earth’s rotation, and gravity. Is a device called a mechanical or model GYROSCOPE is employed for measuring or maintaining orientation, supported the principle of conservation of momentum? The essence of the device may be a spinning machine on an axle. The device, once spinning, tends to resist changes to its orientation because of the momentum of the wheel. In physics, this phenomenon is additionally referred to as Gyroscopic Inertia or Rigidity in Space (Oways, 2020). Gyro compass basic elements A Gyroscope in operation with freedom in all three axes. The rotor will maintain its spin axis direction regardless of the orientation of the outer frame    Gyroscope or gyro- A device consisting of a spinning mass, typically a disk or wheel, mounted on a base so that its axis can turn freely in one or more directions and thereby maintain its orientation regardless of any movement of the base.  Gyro sphere or rotor case- Where gyro is mounted Course Code: NAV3 – Module 1 Page 49 of 79 AY 2024-2025 (1ST SEM) Precession Refers to a change in the direction of the axis of a rotating object. In specific contexts, "precession" may refer to the precession that the Earth experiences, the effects of this type of precession on astronomical observation, or the precession of orbital objects. Precession causes the gyro to turn in a direction oriented at 90ᴼ from the direction of the force. Desirable Characteristics of the Gyro Compass 1. It seeks the true meridian instead of the magnetic meridian; 2. It can be used near the earth’s magnetic poles, where the magnetic compass is useless; 3. It is not affected by the magnetic field, hence, not subject to magnetic compass errors; 4. If an error exists, it is mechanical and the same on all headings; 5. Its directive force is sufficiently strong to permit directional pick-off for use in remote, indicating repeaters, automatic steering equipment, and others. Undesirable Characteristics of the Gyro Compass 1. It is dependent upon a constant source of suitable electric power; 2. It is subject to specific errors requiring the application of correction, either manually or automatically; 3. It is an intricate mechanism of many parts that require intelligent care and some maintenance; 1. Its directive force decreases with latitude being maximum at the equator, and its accuracy decreases when latitude above 75° is reached. Course Code: NAV3 – Module 1 Page 50 of 79 AY 2024-2025 (1ST SEM)  Parts of Gyro Compass Repeater:   The gyrocompass consist of.  The sensor part- the gyroscope itself.  The electrical supply. The control system which transmits signals to the compass rose, slave compasses, radar, etc. It is normal to install the master compass in a separate room while the repeater compasses can be found at the helm and on the bridge wings. Course Code: NAV3 – Module 1 Page 51 of 79 AY 2024-2025 (1ST SEM) Construction of the Gyro Compass Course recorder- Makes a continuous record of the maneuvering on a moving strip of paper. Control panel- Governs the electrical operation of the system and ascertains the running condition using a suitable meter. Voltage regulator- Maintains constant supply of the ship to the motor-generator. Alarm unit- Indicates the failure of the ship's supply. Amplifier panel- Controls the follow – up the system. Motor generator- Converts the ship's DC supply to AC and energizes the compass equipment.  Gyro compass subjected errors 1. The gyrocompass sources of error Orientation error: Caused by failure to align the lubbers line with the fore and aft line of the vessel. In some compasses, this can be compensated electronically. Transmission errors: these occur during transmission from the mother compass to the slaves. It is a standard operating procedure to check that all the compasses show the same course routinely. If the system to compensate for sources of error were not installed, then the errors should be corrected by calculations. 2. Speed error (gyro deviation) As the vessel gets underway, an error is generated that is a function of latitude, speed, and course. This can be adjusted automatically if the compass is supplied with information from other instruments. If this is not possible, then a manual adjustment must be made, either by installing the corrector or with the help correction table. The north-seeking tendency of the compass is weaker at high latitudes. 3. Quadrantal error Rolling creates a force that affects the forces generated by the gyrocompass weights. There is no effect on a North/South course as the force of the pendulum mechanism acts along the course, which is along the meridian, generating no error. Although the gravitational sensor is affected on a West/East course, the effects cancel out to give no average error. Errors only arise in intercardinal courses (NE, SE, SW, NW). Mounting the gyro unit deep in the ship and close to the Centre of roll decreases these errors. 4. Ballistic deflection error A sudden change of speed or course will cause the gyro axis to deviate from its equilibrium position. This gives a so-called ballistic effect. Compasses having two gyroscopes oriented at right angles have a lower sensitivity Course Code: NAV3 – Module 1 Page 52 of 79 AY 2024-2025 (1ST SEM) for significant changes in speed and course. An accelerating force acts upon the compass, causing a surge of mercury from one part of the system to another in case of the nonpendulous compass, or a deflection along the meridian of a mass in case of a pendulous compass.  5. Ballistic damping error A temporary oscillatory error of a gyro compass introduced during changes of course or speed as a result of the means used to damp the oscillations of the spin axis. 6. Tangent Latitude error It is approximately proportional to the tangent of the latitude in which the gyro compass is operating. The latitude error varies from zero at the equator to a maximum at high northern and southern latitudes. This error may be compensated for by means of an auxiliary latitude corrector to shift the lubbers line or to alter the position of a small weight attached to the casing near one end of the axle (Oways, 2020) 7. Gimballing error The error introduced in a gyrocompass by the tilting of the gimbal mounting system of the compass due to horizontal acceleration caused by motion of the vessel such as rolling.  Activity 2.1 Enumeration: Enumerate the following in any order A. List down the four natural phenomena in which the operation of a gyro compass depends on. 1. 2. 3. 4. B. List down the parts of the gyro compass 1 6 11 2 7 12 3 8 13 4 9 14 5 10 15 C. Desirable characteristics of the gyro compass 1. 2. 3. 4. 5. Course Code: NAV3 – Module 1 Page 53 of 79 AY 2024-2025 (1ST SEM) LO2.2: Determine course and bearing in a typical heading relationship   Course Code: NAV3 – Module 1 Page 54 of 79 AY 2024-2025 (1ST SEM)  Course Code: NAV3 – Module 1 Page 55 of 79 AY 2024-2025 (1ST SEM)   Course Code: NAV3 – Module 1 Page 56 of 79 AY 2024-2025 (1ST SEM)   Course Code: NAV3 – Module 1 Page 57 of 79 AY 2024-2025 (1ST SEM)   Course Code: NAV3 – Module 1 Page 58 of 79 AY 2024-2025 (1ST SEM)    Course Code: NAV3 – Module 1 Page 59 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 60 of 79 AY 2024-2025 (1ST SEM) DISCUSSION OF LESSON 4 Learning Module : Compass error by transit bearings Adjustments and Correctors Competence, Course Outcomes and Learning Outcomes Competence: Plan and conduct a passage and determine position Course Outcome/s: Use the most appropriate terrestrial method of fixing the ship's position under prevailing circumstances and conditions. Learning Outcomes: At the end of the lesson, the students should be able to: LO3.1: Discuss the significance of compass error by transit bearings in the safety of navigation Sailing requires continuous measurements of the course and speed of the vessel and bearing of the vessel from terrestrial or celestial objects. From the ancient Greek to the Norsemen, navigators wrote sailing directions like: “Sail westward keeping these two mountain tops aligned, until, until you meet again sea-birds; then turn north until land appears on the horizon.” if this failed, they were lost at sea! In the 15th century, Europe expands and sea-trade flourish, in northern Europe. The Hansa league controls the sea and their sailor’s measures distances courses and bearings along coastal water by noting, with the help of a time glass, the time it takes to cover certain distances. Course Code: NAV3 – Module 1 Page 61 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 62 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 63 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 64 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 65 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 66 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 67 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 68 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 69 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 70 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 71 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 72 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 73 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 74 of 79 AY 2024-2025 (1ST SEM) Course Code: NAV3 – Module 1 Page 75 of 79 AY 2024-2025 (1ST SEM) LO3.2: Describe how ship’s heading affects by adjustment and coefficient correctors Compass deviation is the difference between the vessel’s compass heading (what the compass says) and the vessel’s magnetic heading (what the compass should say). Note that true north and magnetic north are not the same: local variation must be taken into account. A compass reading high is said to have westerly deviation. Low, easterly. The same convention that applies for gyro error. Compass deviation varies with heading. For example, a compass could read dead- on correct when pointing north, but read 50 degrees off when the vessel points west. This doesn’t mean anything is wrong with the compass itself. Deviation is a result of interfering magnetic forces caused by steel in the vessel and nearby electronics. The adjuster’s job is to compensate for those interfering forces, balancing out the field such that the compass behaves as if the vessel was not there and indicates accurately. Compass deviation follows a compound wave pattern: a complex wave that is the sum of simple sine and cosine waves. This pattern can be analyzed and broken down into its constituent components, called the five Apparent Coefficients. Each Coefficient is associated with a certain type of magnetic interference with a certain pattern, and each type is corrected individually. Knowing the Coefficients makes for extremely efficient and scientifically accurate adjustments. Course Code: NAV3 – Module 1 Page 76 of 79 AY 2024-2025 (1ST SEM) Deviation curve example from the Handbook for Magnetic Compass Adjustment, including the equation that describes compass deviation, published by the National Geospatial-Intelligence Agency (formerly Pub. HO226). The Five Coefficients Compass deviation is typically divided into five Coefficients: A, B, C, D, & E. These Coefficients are the amplitudes of each wave that, added together, make up the complex deviation wave. This is described by the above equation, where phi is the compass heading. For mathematical purposes, easterly deviation is considered positive and westerly deviation is considered negative. Coefficient A is a constant error that is the same magnitude and sign (+/-) on all headings. This can arise from several sources. 1) The compass is not installed with its lubber line parallel to the fore/aft axis of the vessel—this is corrected by rotating the compass. 2) The compass card is defective (magnetic axis of the card is not lined up with the numbers on the card)—requires a repair or a new compass. 3) The heading reference used to swing ship has a constant error (i.e. gyro error, or incorrect variation used)—if this can be verified, the A error can be disregarded. 4) In rare cases, A error can be caused by a specific orientation of soft iron (induced magnetism). Coefficient B varies as a function of the sine of the compass heading. B error has its maximum influence on East and on West. It is associated with fore/aft permanent magnetism in the vessel, and is corrected with fore/aft magnets. Coefficient C varies as a function of the cosine of the compass heading. C error has Course Code: NAV3 – Module 1 Page 77 of 79 AY 2024-2025 (1ST SEM) its maximum influence on North and South. It is associated with athwartships permanent magnetism, and is corrected with athwartships magnets. Coefficient D varies as a function of the sine of twice the compass heading. D error is associated with induced magnetism caused by symmetrical soft iron: magnetism induced in the vessel by the Earth’s magnetic field, the force and direction of which varies with the vessel’s heading. It is often corrected with quadrantal spheres. Coefficient E varies as a function of the cosine of twice the compass heading. E error is associated with induced magnetism caused by asymmetrical soft iron (imagine a compass off-center, as it would be installed on an aircraft carrier). It is corrected by either slewing the quadrantal spheres, or by installing additional quadrantal spheres at a 45 degree angle to the fore/aft axis of the vessel. Other Types of Deviation Vertical interference, sometimes called Coefficient J, is corrected with a vertical magnet directly underneath the compass called a heeling magnet. This corrects for heeling error, which is the result of the ship’s vertical magnetism manifesting itself in the horizontal plane when the ship rolls, thus deflecting the compass, and making its heading indication unsteady. Transient Deviations can occur in situations where electronics or DC current (or even AC current, if it is intermittent) can deflect the compass temporarily. One common example is a windshield wiper motor installed on the window near the compass. There are not always solutions to these issues, but once they are known, the pilot can beware. Also, a poorly adjusted compass (one that indicates incorrectly) will suffer significantly larger twitches from sources of transient magnetism than an adjusted one. An adjusted compass, although not impervious to transient deviations, is much more robust in its heading indication when faced with such problems. The Flinders Bar is a vertical cylinder of soft iron commonly mounted in front of the compass, which corrects for the horizontal effect of vertical induction in the ship’s soft iron—an effect which varies with latitude. Or to be more precise, the effect varies Course Code: NAV3 – Module 1 Page 78 of 79 AY 2024-2025 (1ST SEM) with the angle of the Earth’s magnetic field, also known as the Dip Angle, which changes drastically depending on your latitude. This type of error has its maximum influence on East and West, and is called Induced B error. If observations of compass deviation on East and West are taken at both a high latitude and a low latitude, math can be employed to Split B: determine how much B correction is needed from B magnets (fore/aft magnets) and how much from the soft iron of the Flinders bar. When these are properly balanced, compass deviation will not change with latitude. For further reading on methods of determining the values of the Apparent Coefficients, see the American Practical Navigator (Bowditch), Chapter 6. An excellent overview of the topic can also be found in the Handbook of Magnetic Compass Adjustment. https://www.compassadjust.com/analysis#:~:text=Coefficient%20A%20is%20 a%20constant,%2F%2D)%20on%20all%20headings. Course Code: NAV3 – Module 1 Page 79 of 79 AY 2024-2025 (1ST SEM)

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