2. Translate the text in writing

The first requirement of monitoring is to establish the position of the ship. This may be done by a variety of methods, ranging from the very basic three bearing lines, through a more technically sophisticated use of radar ranges/bearings, to instant readout of one of the electronic position fixing systems – e.g. GPS. The result though is always the same. It is how this information is used that is important.

As stated above, fixing methods vary. Basic fixing consists of more than one position line obtained from taking bearings using an azimuth ring on a compass. Gyro or magnetic, the bearings are corrected to true, drawn on the chart and the position shown. Three position lines are the minimum required to ensure accuracy.

Poor visibility or lack of definable visual objects may prevent a three-bearing fix being made. In this case radar-derived ranges (distances) may be included in the fix and under some circumstances make up the whole of the fix. In any case a mixture of visual or radar bearings and radar ranges is acceptable.

Electronic position fixing may also be used, particularly where there are no shore-based objects to be observed and the radar coastline is indistinct. Whilst these systems appear to be infallible the operator needs to have a good understanding of the principles and failings of the electronic system being used, in order to avoid a false sense of security.

3. Read the text and answer the questions in writing

A NEAR-MISS AT HIGH SPEED IN FOG

A small passenger hovercraft departed its pad on a routine crossing with 14 passengers on board. Visibility was 8 cables, but was expected to decrease during the crossing, so the hovercraft was operating a fog routine with an additional navigating officer closed-up on the bridge operating the radar.

The hovercraft set off at 40 knots. Only a mile into the crossing, visibility decreased to less than a cable, so the master reduced speed to about 20 knots. As they entered the fog, the navigating officer identified on radar a fast moving contact fine on the port bow, on a steady bearing. He requested the master alter course to starboard. After a 25 degree alteration, the contact still appeared to be on a steady bearing, so the navigating officer requested a further alteration of course to starboard. Following a second alteration, this time of around 20 degrees, the contact was still on a steady bearing. The navigation officer suggested stopping the vessel.

The master conducted a crash stop and turned on the vessel’s deck light. As he did so, a pilot vessel travelling at 23 knots emerged from the fog, swerved round the hovercraft’s bow, and passed 10 meters down its starboard side before re-entering the fog.

1. Was the hovercraft’s speed safe in this situation?

2. What fog routines were implemented?

3. Why did the on-coming target remain on a steady bearing in spite of the hovercraft’s collision avoidance actions?

4. Do you agree that the crash stop was appropriate action in the situation? Explain your opinion.

5. What actions would you recommend in such situation?