1.

1 Demonstrate taking altitude of celestial bodies

using sextant.
Uses of Sextant – To Measure Angles
[Link] sextant Angle
[Link] Sextant Angle
[Link] of celestial bodies

Its arc is 1/6th of a circle, hence it is called a sextant. I

actual practice arc of the sextant is 65º. Being an
instrument of double reflection, it can measure
angles up to about 130º

What are these angles measured for?

The principle of the sextant
When a ray of light undergoes reflection by two mirrors
inclined in the same plane, the angle between the original
incident ray and the final emergent ray is twice the angle
between the mirrors.
Do the proof?
Components of sextant
1. Mechanical components
2. Optical components
3. Components for measurement
Reading Sextant altitude – Demonstration

Errors of the sextant

(A)Errors that cannot be corrected on board
1. Centering error
2. Shade error
3. Error of Collimation
(B) Errors that can be corrected
4. Error of perpendicularity
5. Side error
6. Index error

Care and maintenance of sextant

1.2 Boxing the compass means naming the points of
the compass in succession clockwise
Boxing the compass means naming the points of the compass
in succession clockwise through the 4 quarters of the compass.

Cardinal Points

Inter cardinal Points

Three letter Points

By Points

Total Points = 32

Each Point = 11.25 degrees

1.3 Demonstrate use of azimuth mirror in a binnacle/
repeater for taking compass bearings.
The azimuth circle is equipped with attachments for measuring
bearing of terrestrial objects and azimuths of celestial bodies.
Either bearings or azimuths may be taken with the azimuth
circle.

Strictly speaking, azimuth and bearing are the same in

meaning: the horizontal angle that a line drawn from your
position to the object sighted makes with a line drawn from
your position to true north. The word azimuth, however,
applies only to bearings of heavenly bodies while bearing for
terrestrial objects.
How to use azimuth circle?

Place azimuth circle on the compass and aim the sighting at

the object to be observed
• When a terrestrial object is observed, look straight through
the sighting hole and aim the sighting wire at the object. Then
read the degrees on the compass dial from the prism under the
sighting wire.
• When a celestial body is to be observed use the black
reflection mirror to reflect the image of the target. If the light
is too bright use the mirror position at 270° to reflect the light
onto the slot of the prism which is opposite the mirror. The
degree can be read from the reflected beam under the prism.
lighthouse. Install azimuth circle on the gyro repeater, and make sure
that the circle rotates freely. Train the vanes on the lighthouse so the
lighthouse appears behind the vertical wire in the far vane. Drop your
gaze to the prism at the base of the far vane, then read the bearing
indicated by a hairline in the prism.
Taking an Azimuth - The azimuth circle may be used in two ways to
measure the azimuth of a celestial body. The first method is used with a
bright body such as the Sun. At the upper center in figure, you see a
concave mirror; and at the lower center, a prism attachment. Sight with
the mirror nearest you, and the prism toward the observed body. Light
from that body is reflected from the concave mirror into the prism. The
prism, in turn, throws a thin beam on the compass card. This beam
strikes the graduation that indicates the azimuth. The second method is
used for azimuths of bodies whose brightness is insufficient to throw
such a distinct beam. Behind the far vane on the azimuth circle is a dark
glass that may be pivoted so as to pickup celestial bodies at various
altitudes. When a body is sighted, its reflection appears behind the
vertical wire in the far vane, and its azimuth may be read under the
hairline in the prism.
 1.5 Read the aneroid barometer and calculate
atmospheric pressure at sea level, by applying the
corrections.
1.6 Calculate the dew point using a hygrometer, whirling
psychrometer, stevenson screen
1.7 Read a barograph.
In an Aneroid barometer reading, two corrections are applied
namely:
•Height correction
•Index correction
HEIGHT CORRECTION: This correction is applied to measure
the barometric reading at sea level. Generally the correction is
calculated as one-tenth of the instruments height above sea level
and it is added to the barometer readings. Correction is 1 mb for
every 10 m above sea level.
INDEX CORRECTION: Index error is the error in the
instrument, because of the vacuum chamber's elasticity and the
changes over a period of time. Index error is accounted as per its
prefix given i.e. + or -
The dew point is the temperature to which air must be cooled
to become saturated with water vapor. When further cooled,
the airborne water vapor will condense to form liquid water
(dew). When air cools to its dew point through contact with a
surface that is colder than the air, water will condense on the
surface.
Ship’s sweat is formed when a ship goes from a warm place to
colder places. While cargo sweat mostly occurs when
ventilation is carried out while going from a cold to a warm
place.
If the dew point of the outside air is less than the temperature
of the air inside the hold, then only should ventilation be
carried out. The aim of ventilation should be to replace the air
in the hold with colder, drier air which has a lower dew point
and so prevent formation of sweat as far as possible.
Relative Humidity – It is a ratio, expressed in percent, of the
amount of atmospheric moisture present relative to the amount
that would be present if the air were saturated. Since the latter
amount is dependent on temperature, relative humidity is a
function of both moisture content and temperature. Relative
Humidity is derived from the associated Temperature and Dew
Point for the indicated hour.
1.8 Star Identification - Identify certain major stellar
constellations and navigational stars.
A constellation is a group of stars that forms an imaginary
outline or pattern on the celestial sphere, typically
representing an animal, mythological person or creature, a
god, or an inanimate object.

Apart from pole star, 57 Stars are listed in daily pages

of nautical alamanac with their SHA and declination.

Star finder and identifier – To assist navigating officer in

finding or identifying a star, ‘star finder and identifier’ is
provided.
Star Identification by Calculation –
In cloudy weather, it may sometimes happen that a star sight is
taken but the navigator is not able to identify the star with
reference to the constellations because other stars are not
visible for reference. In such cases, it is possible to identify the
star by calculation.

Procedure – Using the DR position, the altitude and the time,

the approximate values of declination and SHA can be
calculated and star identified by consulting pages of the
nautical alamanac. For this purpose, the stars are listed in
ascending values of SHA for January to June and from July to
December.
SHOW STAR PROGRAME
Alnilam
Scorpius
1.9 Simulator- Demonstrate the ways to carry out
lookout duties, helmsman duties and fixing of position
relative to other ships by consistently recognizing lights,
shapes and sound signals in the International
Regulations for Preventing Collision at Sea.

DO ROR PROGRAMME
Bridge Manning - It shall be the Master’s responsibility to increase the
manning level on the bridge, according to the level of the caution and alertness
required for the safe navigation of the ship.
The safe navigation of the ship MUST take precedence over maintenance
of the vessel or any other considerations.
Different levels for manning the bridge, based on alertness and workload
conditions are classified as follows:
LEVEL 1 - Only one watch officer on the bridge {Permitted only during
daylight hours with good visibility and little traffic}.
LEVEL 2 - One watch officer and one seaman.
LEVEL 3 - Two watch officers (one of whom may be the Master/Chief
Officer) and one seaman.
LEVEL 4 - Two watch officers (one of whom may be the Master/chief
officer or Pilot), one helmsman and one lookout.
LEVEL 5 - Three watch officers (one watch officer may be the Master and
another may be the Pilot.), one helmsman and one lookout.

Additional lookouts may be required depending upon the circumstances of the

case, including but not limited to the seaman on watch being utilized for hand
steering. Cadets and trainees shall not form a part of the bridge watch structure.
Below given table states the minimum watch level requirements for varied
types of passages likely to be encountered during the voyage. However, Master
and the Officer of the watch (OOW) shall constantly analyze the factors
mentioned under above, for changes in the conditions, and increase manning as
required.
Unless it is impossible due to fatigue, Master must be on the bridge in all
areas of heavy traffic or where the navigational risks are very high, e.g.
Singapore Straits, Dover Strait, etc.
VISIBILITY, TRAFFIC DENSITY, AND DAYLIGHT / DARKNESS
FACTORS WILL INCREASE THE RISKS IN EACH OF THE ABOVE.
S.N Type of Passage Bridge
Watch
Level
1 Open Waters in daylight with good visibility & Level 1
little traffic
2 Open Waters other than above Level 2
3 General Coastal Passage Level 2
4 Coastal Passage with restricted visibility and/or Level 3
mod./heavy traffic
5 Navigation in ports and approach to port areas Level 3
6 Pilotage Waters Level 4
A lookout is a person at the ship’s bridge who maintains a
continuous watch of the sea to report any kind of hazard that
can be an obstacle in the navigation and cause harm to the
ship. According to COLREG, a lookout is required to give his
uninterrupted attention at all times to the ship’s navigation in
order to inform the officer on watch (OOW) about other ships,
shipwrecks, debris, floating objects etc.

Ships are not operate with the OOW as the sole lookout
during periods of Darkness.
An additional lookout should be posted at any other times
during restricted visibility or when the prevailing
circumstances require.
The lookout should inform the officer on watch when he
observes any of the following:
•Any kind of floating object
•Navigation mark or lights
•Any type of distress signal from other ships or ports
•Land
•Ice, irrespective of size or form
•Any type of ship irrespective of its size
•Sandbags or prominent navigational features
•Problem with any of the ship’s navigation systems, including
navigational lights
•Any kind of hazards or derelicts that can be dangerous to the
ship’s navigation
A helmsman maintains a steady course, properly executes all
rudder orders, and communicates to the OOW using
navigational terms relating to ship's heading and steering. A
helmsman relies upon visual references, a magnetic and
gyrocompass, and a rudder angle indicator to steer a steady
course. The OOW on the bridge directs the helmsman aboard
ships.
Clear and exact communication between the helmsman and
officer on the bridge is essential to safe navigation and ship
handling. Subsequently, a set of standard steering commands,
responses by the helmsman, and acknowledgment by the
conning officer are widely recognized in the maritime
industry. The helmsman repeats any verbal commands to
demonstrate that the command is heard and understood.
Helm orders or commands fall into two categories: Rudder commands
and heading commands. A rudder command dictates changing the angle
of the rudder, which is a single-event action. Whereas steering a heading
is a comparatively long event and will require ongoing or continuous
rudder adjustments. The following are helm orders mostly used on ships.
Rudder
•Midships (Bring rudder angle to 0 degrees)
•Steady (Counter steer to stop the movement or swing of the ship's bow)
•Hard Port/Stbd
•Port/Stbd 10 deg etc
•Ease to 5 deg etc
Relieving the helm - Helmsmen of ships that are underway stand watch
at the helm for a set period of time before being relieved by another
helmsman. The person being relieved will complete any course change
or other critical maneuver that is in progress before handing over the
helm. He will inform/seek permission from OOW before handing over
the helm.
Standard Wheel Orders
The art of steering a ship can be gained by practice. The ship’s
head, rudder and steering wheel all turn the same way, that is,
to turn the ship to starboard one must turn the wheel to
starboard. The angle of turn given to the rudder is shown in
degrees on the helm indicator situated forward of the wheel.

All orders received by the helmsman are to be repeated twice;

once when the order is received and again when the order has
been carried out. This is to ensure that the helmsman has both
understood and carried out the orders correctly.

Here are some standard wheel orders taken from the Standard
Marine Communication Phrases (SMCP) list:
Order Meaning
Midships Rudder to be held in the fore and aft
position
Port five 5° of port rudder to be held.
Port ten 10° of port rudder to be held.
Port fifteen 15° of port rudder to be held.
Port twenty 20° of port rudder to be held.
Port twenty-five 25° of port rudder to be held.
Hard-a-port Rudder to be held fully over to port.
Starboard five 5° of starboard rudder to be held.
Starboard ten 10° of starboard rudder to be held.
Starboard fifteen 15° of starboard rudder to be held.
Starboard twenty 20° of starboard rudder to be held.
Starboard twenty-five 25° of starboard rudder to be held.
Hard-a-starboard Rudder to be held fully over to starboard.
Ease to five Reduce amount of rudder to 5° and hold.
Ease to ten Reduce amount of rudder to 10° and
hold.
Ease to fifteen Reduce amount of rudder to 15° and
Standard Engine Orders
Any engine order given should be repeated by the person
operating the bridge telegraph/s and the officers of the watch
should ensure that the order is carried out correctly and right
away.

Listed below are some standard engine orders from the SCMP
manual.
Order Meaning
Full ahead Maximum manoeuvring engine revolutions for
ahead propulsion.
Half ahead Revolutions as indicated in ship’s orders.
Slow ahead Revolution as indicated in ship’s orders.
Dead slow Revolutions as indicated in ship’s orders.
ahead
Stop engine/s No engine revolutions.
Dead slow astern Revolutions as indicated in ship’s orders.
Slow astern Revolutions as indicated in ship’s orders.
Half astern Revolutions as indicated in ship’s orders.
Full astern Revolutions as indicated in ship’s orders.
Emergency full Revolutions as indicated in ship’s orders.
ahead/astern
Stand by engine Engine-room personnel fully ready to manoeuvre
and bridge manned with personnel to relay engine
orders.
Finished with engines Movement of engineer/s no longer required.
Standard Bow/Stern Thruster Orders

Order Meaning
Bow thrust full/half Ship’s head to move to port with
to port power as specified.
Bow thrust full/half Ship’s head to move to starboard
to starboard with power as specified.
Stern thrust full/half Ship’s stern to move to port with
to port power as specified.
Stern thrust full/half Ship’s stern to move to starboard
to starboard with power as specified.
Bow/stern thrust No bow/stern thrust revolutions.
stop
 Exercise:
State the standard marine phrases for the following wheel and engine
orders. Write your answer on the blank below each number.

•Rudder to be held fully over the port.

__________________________________
•15° of port rudder to be held.
__________________________________
•Rudder to be held in the fore and aft position.
__________________________________
•10° of starboard rudder to be held.
__________________________________
•Rudder to be held fully over to the starboard.
__________________________________
•Reduce amount of rudder to 5° and hold.
__________________________________
•Reduce swing as rapidly as possible.
__________________________________
•25° of starboard rudder to be held.
____________________________
•No engine revolution.
____________________________
•Engine-room personnel fully ready to manoeuvre and bridge manned
with personnel to relay engine orders.
____________________________
•Movement of engine/s no longer required.
____________________________
•Ship’s head to move to port with power as specified.
____________________________
•No bow/stern thrust revolutions.
____________________________
•Ship’s head to move to starboard with power as specified.
____________________________
•Ship’s stern to move to starboard with power as specified.
1.10 Demonstrate closed loop communication using VHF/
Walkie - Talkies.
Closed-loop communication is a communication technique
used to avoid misunderstandings. When the sender gives a
message, the receiver repeats this back. The sender then
confirms the message; thereby common is using the word
“yes”. When the receiver incorrectly repeats the message back,
the sender will say “negative” (or something similar) and then
repeat the correct message. If the sender, the person giving the
message, does not get a reply back, he must repeat it until the
receiver starts closing the loop. To get the attention of the
receiver, the sender can use the receiver's name or functional
position, etc.
1.11 Single letter visual Morse signaling

BY MR. BHATI