BRIDGE EQUIPMENT AND

COLREGS

[Link] (NS) - SEM-II
 Unit 1-
Lay out of Bridge (Wheel House) and
Navigational equipment

[Link]
 Introduction to Navigation Bridge

 Ships are massive vessels, spanning hundreds of meters in

length and weighing thousands of tons, which are controlled by
a main control centre of a vessel called bridge.
 The bridge of a ship is a room from the captain and officers are
able to man the entire operations of the vessel.
 It is generally located in a position with an unrestricted view
and immediate access to the essential areas of a ship.
 The bridge of a vessel houses the main steering equipment,
navigation charts, communication systems, engine control as
well as miscellaneous features.
 In addition, some bridges also have adjacent bridge wings, that
house equipment for the stern and bow thrusters. These wings
extend beyond the main bridge room and provide a clear,
unobstructed view of the surrounding areas.
 Introduction to Navigation Bridge (Contd...)
 The bridge is always manned by an of ficer of the watch(OOW),
who has the responsibility of manoeuvring the vessel and
coordinating with the engine room.
 In general, an of fic er and a lookout are required to be present
on the bridge, to prevent any untoward incidents.
 For complicated manoeuvres, the captain of the vessel is
often called to the bridge to take over controls. And in areas
with a high-risk environment, pilots are often enlisted to guide
the ship safely using their knowledge of the region.
 During the round-the-clock watch, the highest-ranking officer of
the watch is generally placed in charge of the bridge.
 Only authorized personnel are allowed to enter this area and
strict operating procedures must be followed at all times.
 Introduction to Navigation Bridge (Contd...)

 The ship’s papers, permits, important documents, passports,

cash for emergencies etc. are kept in safe located on the
bridge.
 For this reason, the entrances into the bridge are often heavily
fortif ie d and provided with bulletproof glass to thwart pirate
attacks.
 Today the bridge of a modern ship is totally enclosed by glass
screens or windows to give protection from cold, heat, rain and
wind.
 In addition to the steering wheel or steering controls, the ship's
main magne tic c o mpass and a re pe ate r f ro m the gyro
compass are situated on the bridge.
 It also houses a chart table, radar scanners and a rich array of
modem navigating and communication equipment.
 Layout and Design of the Bridge

 The bridge of a ship is intended to be the heart of the vessel

and must provide a c lear and unobstruc ted view of the
surrounding area.
 The bridge is demarcated broadly into two regions- the area at
the fore intended for clear observation, and the remaining area
for controls and communications.
 Layout and Design of the Bridge

 The observation region is enclosed at the fore by large glass

pane s, built to w ithstand sto rms and adve rse w e athe r
conditions such as hale.
 Often, plexiglass structures are used and supported on steel or
aluminium frames. Shades which can be lowered are also
used so that visibility is not reduced when there is a bright light.
 Along with the central observation deck, there are also bridge
wings. These wings are structures that extend in a transverse
manner out of the bridge.
 Present on the port and starboard side, their primary purpose is
to increase the region of visibility, especially during complex
manoeuvres such as port docking.
 Layout and Design of the Bridge

 They also house the controls to the individual bow and stern
thrusters present on each side. Thrusters are propellers
located deep within the hull that provide a higher degree of
control to the captain for precise turns and adjustments.
 The bridge wings can be either open or closed depending on
the type of ship. In most cases, the wings are kept open to
allow for maximum visibility.
 In addition, there is communication equipment found on the
wings so that information can be relayed back to the main
bridge section.
 Entry to the bridge wings is restricted to only trained seamen
and officers of the watch.
 Layout and Design of the Bridge

 The remaining area of the bridge houses the main navigational,

steering and communication equipment. Along with this, there
are numerous controls that operate various parts of the ship
remotely.
 Several internal telephone lines connect the bridge directly to
the chief engineer, captain, f irst of fic er and the engine room.
This enables immediate action based on input from the watch
officer.
 The control area is built into different console units that are
arranged in a semi-circular fashion on all sides of the bridges.
This includes radar systems and steering controls that are
manned by ship officers.
 Layout and Design of the Bridge

 All equipment used onboard must be IMO certif ied and must
have passed a series of tests intended to check their robust
nature and ability to function for protracted periods of time. For
safety purposes, f ire extinguishers, f lares and distress beacons
are stored on the bridge.
 For anti-piracy reasons, the entire structure is fortif ied and must
pass stringent security checks, especially when sailing through
regions such as the Horn of Africa or the Western Indian Ocean
region.
 Although these are hotbeds of criminal activity, most commercial
carriers are not allowed to carry firearms or weapons on board.
 However, for extreme contingencies, the bridge controls a series
of water pumps located all around the ship that thwarts any
other vessel from getting too close.
 Also, special marshals are often hired to provide contracted
security and usually keep their firearms on the bridge.
Steering and Engine Equipment on the Bridge

• To steer the ship, controls to the rudder, engines and thrusters

are present on one of the numerous consoles found in the
bridge.
• Although primary control of the engines rests with the chief
engineer or the of fic er in the engine room, it is an of fic er from
the bridge who often issues commands to the engine room.
• To increase speed, there is an engine telegraph/engine order
telegraph (EOT) that allows for a variety of speeds and even
allows the propellers to be put in reverse.
• There are often different controls for the multiple engines on
board.
• In addition to the engines and propellers, there are bow and
stern thrusters that allo w fo r a higher range o f prec ise
movements.
 Steering and Engine Equipment on the Bridge
• Steering is primarily controlled through the rudder and thrusters,
and the controls for both of them rest with the bridge.
• The rudde r m ust be able to t urn to 45⁰ to bot h t he por t and
starboard side without colliding against the engines.
• Azipods are an interesting technological invention that allows
conventional engines to be integrated with rudders.
• An Azipod System is combination of propulsion and steering of
ships, which replaces traditional propellers, lengthy drive shafts,
stern tubes and rudders which were used on oceangoing vessels,
passenger cruises.
Azipod Propulsion system Azipod Propeller Conventional Rudder
propulsion system
Steering and Engine Equipment on the Bridge

• The good thing about Azipods is that they do not have engines
inside; instead they have a huge Variable Frequency Electric
Motors (VFEM). It is also known as POD Drive (Propulsions
with Outboard Electric Motor), in which the electric motor is
used to turn the propeller.
• Thus, a set of azipods are capable of achieving nearly 100%
ef fic iency by turning in almost any direction. This removes the
need for different controls for the propulsion and steering
systems.
• In general, controls for the port side are colour-coded red,
while the starboard side is often coded green. This allows for
easier control by the officers and seamen.
Navigation and Communication on the Bridge

• Navigation is a key component of a vessel that is the only

means of getting the vessel safely from port to port.
• Basic navigation equipment includes a Global Positioning
System (GPS), Navtex receiver, Electronic Chart Display and
I n f o rma tio n S yste m ( E CDI S ) , ra da r syste ms a n d
communication channels.
• Navigation is often controlled using charts that are used to
plot routes.
• To ensure that the vessel stays on course, a combination of
GPS and a compass system are used.
• The charts and equipment are stored in separate locations to
ensure the compartmentalization of the bridge.
Navigation and Communication on the Bridge

• In addition to this, binoculars are used in the daytime for

sighting. However, when the weather is not clear, visibility is
low or during the night, the radar must be used to accurately
place and navigate the ship.
• When using radar, a range scale must be used based on the
speed and traf fic around the vessel. Ships weighing more than
10,000 gross tons must use two radars for potting their course
and navigation.
• Automatic Radar Plotting Aid (ARPA), Electronic plotting Aids
(EPA) and Automatic Tracking Aids (ATA) are also a must on
such vessels.
• Alarms to warn about impending collisions, equipment failure
etc. are also used to indicate errors. In certain zones onboard
the ship, indicator lights are used to signal warnings.
Bridge guidelines and requirements

• When at sea, vessels must maintain the strictest of protocols

to ensure SOLAS and IMO regulations.
• As the bridge controls the entire ship, it is essential that the
bridge and all equipment satisfy guidelines.
• For navigation purposes, the bridge must be located with a
clear view both ahead and abeam.
• There must also be a minimum vision of 255⁰ present for the
of fic er on watch (OOW), with at least 112.5⁰ visibility on both
the port and starboard sides.
• For the bridge wings, the side of the vessel must be clearly
visible with 180⁰ on the side and 45⁰ to the opposite side. For
the of fic er in charge of steering, 60⁰ on both sides is the
minimum clear visibility.
Bridge guidelines and requirements

• Ships weighing more than 10,000 gross tonnages must include

a single X band – 9 GHz frequency radar. This is according to
IMO guidelines for navigation and steering.
• In case of any contingencies, alarms are positioned at all
zones onboard the vessel. These alarms indicate failure of
various equipment on the bridge.
• In addition, failure or damage from other parts of the ship is
also relayed back to the bridge for immediate action.
• If there is no response from the of fic er on watch, a backup
alarm is signalled after a duration of 30 seconds.
• This backup alarm is sounded in the of fic es, mess and cabins
indicating a need for assistance.
Types of navigation equipment used on modern ships

• The navigation equipment of the vessel consists of a set of

devices that determine the ship's position, speed, course, and
also ensure safety during navigation in shallow waters or when
meeting other vessels.
• Some of them have been used by seafarers for a long time,
while others represent new technologies.
• The list of the minimum shipborne navigational equipment
depends on the tonnage of the vessel, its destination and date
of construction.
• It is defined by SOLAS Chapter V, Regulation 19.
Types of navigation equipment used on modern ships
[Link]. Equipment [Link] Equipment
1 Magnetic Compass 13 GMDSS console
2 Gyro Compass 14 VDR
3 ECDIS 15 Echo Sunder
4 Radar 16 Rate of turn indicator
5 ARPA 17 LRIT
6 ATA 18 BNWAS
7 Autopilot 19 Sound reception system

8 AIS 20 Ship Whistle

9 GPS receiver 21 Daylight signalling lamp
or ALDIS lamp
10 Rudder angle indicator 22 Navigational lights
11 Speed and Distance Log 23 Maritime signal flags
Device
12 Transmitting Heading 24 Voyage/Route Planner
Device (THD)
 Types of navigation equipment used on modern ships

Sl. Equipment Purpose

No.
1 Magnetic Compass To determine the northern direction by the Earth's
magnetic field.
2 Gyro Compass To accurately seek the direction of true (geographic) north.
3 ECDIS (Electronic Chart To facilitate the simultaneous display of navigational
Display and Information charts, the current position of the ship as well as its
System) movements.
4 Radar To identify, track and positioning of vessels.

5 ARPA (Automatic Radar To process radar data and creates tracks for vessels within
Plotting Aid) the radar coverage of the ship.
6 ATA (Automatic Tracking To display information about the tracked target in
Aid) graphical and numerical form using radar for planning
safer course.
7 Autopilot To automatically control the steering mechanism of a
vessel and maintain it on a set course.
8 AIS (Automatic To identify ships, their dimensions, course, speed, position
Identification System) and other data using VHF radio waves (frequencies
161.975 MHz and 162.025 MHz).
 Types of navigation equipment used on modern ships
Sl. Equipment Purpose
No.
9 GPS (Global Positioning To determines with a high degree of accuracy the coordinates of the
System) receiver vessel, its speed, course and time required to cover the distance
between two given points using satellites.
10 Rudder angle indicator To indicate the current position of the rudder blade
11 Speed and Distance Log To measure the speed and distance passed by the vessel from a
Device given point inorder to calculate the expected time of the ship's entry
into port
12 Transmitting Heading To display information about the ship's true heading.
Device (THD)
13 GMDSS (Global To allow for distress alerting, search and rescue coordination, and
Maritime Distress and maritime safety information broadcasts.
Safety System) console
14 VDR (Voyage Data To store and retrieve information about the ship's position,
Recorder) movement, and other data.
15 Echo Sounder To measure the depth of water, locate objects, and help with
navigation.
16 Rate of turn indicator To show how quickly a ship is turning

17 LRIT (Long-Range To track and identify ships globally inorder to improve maritime
Identification and safety and security
Tracking)
 Types of navigation equipment used on modern ships
Sl. Equipment Purpose
No.
18 BNWAS (Bridge To monitor the bridge crew and sounds an alarm if the officer on
Navigational Watch watch becomes incapacitated
Alarm System)
19 Sound reception To allow the crew to hear sounds from outside the bridge, which
system helps them perform a lookout and avoid collisions

20 Ship Whistle/Ship To communicate with other ships and alert harbor personnel of a
horn/Fog horn ship's presence

21 Daylight signalling To communicate information between vessels or to shore using

lamp or ALDIS lamp light signals

22 Navigational lights To prevent collisions by indicating the size, direction, and status
of a ship
23 Maritime signal To communicate messages, especially when radio or voice
flags communication is limited. To convey information such as
navigation instructions, distress signals, etc.
24 Voyage/Route To help find the safest, most economical, and most favorable
Planner route for a ship to take.

25 NAVTEX To broadcast navigational, meteorological warnings and

forecasts
Navigation equipments onboard ship

Magnetic RADAR
Compass Gyro ECDIS
Compass

ATA Autopilot AIS

ARPA
Navigation equipments onboard ship

GPS Rudder Speed & GMDSS

angle distance Log
indicator device

Echo Rate of Turn LRIT

VDR
Sounder Indicator
Navigation equipments onboard ship

ALDIS
BNWAS Sound Ship Whistle Lamp
Reception
System

Navigational Maritime VHF Radio

NAVTEX
Lights signal flags
Other Bridge equipments on board ship

• EPIRB (Emergency Position Indicating Radio Beacon)

• SART (Search and Rescue transponder)
• VHF (Very High Frequency)
• Telegraph
• Weather Fascimile
• Binaculors
• Parallel ruler
• Divider
• Azimuth mirror
• Charts
• Publications
Reasons for the inclincation of bridge front window
Reduction of Glare and Reflections
• Slanted windows reduce the glare from sunlight or artif ic ial
lights, which can impair the visibility of crew members
navigating the vessel. By minimizing ref lections, it ensures a
clearer and unobstructed view.
Prevention of Water Accumulation
• An inclined surface prevents rainwater and seawater from
accumulating on the windows. This improves visibility during
adverse weather conditions, as water drains off more easily.
Improved Deflection of Sea Spray
• Inclined windows help def le ct sea spray and waves that
might splash against the bridge. This reduces the impact on
visibility and ensures the bridge remains safer and drier.
Reduction of Window Maintenance
• By preventing water pooling and dirt accumulation, slanted
windows reduce the frequency and effort required for
cleaning and maintenance.
Reasons for the inclincation of bridge front window

Enhanced Structural Integrity

• The inclination improves the structural strength of the
window, enabling it to better withstand the force of high
winds and waves.
Reduced Heat Build-up
• Inclined windows help reduce the amount of direct sunlight
entering the bridge, lowering heat build-up inside and
improving comfort for the crew.
Improved Visibility
• The c aptain and c rew need a c lear view of the ship's
surroundings. As per IMO regulations, the bridge should
have a minimum f ie ld of vision of 255° for the of fic er on
watch, and 60° on each side for the officer steering
Types of Bridges

There are 3 types namely:

• Normal Bridge
– It refers to the traditional ship navigation station where crew
monitor and control, basic navigation tools like radar, charts,
and compass are available.
• Integrated Navigation System(INS)
– A system that combines different navigation sources like
GPS, gyrocompass, and radar to provide a more accurate
and reliable navigational picture. It is a combination of
navigational data and systems interconnected to enhance
safe navigation of the vessel.
• Integrated Bridge System(IBS)
– A comprehensive system that integrates not only navigation
data from INS but also other ship systems like engine
controls, communication systems, and maneuvering aids,
allowing for centralized monitoring and control from a single
interface on the bridge.
Integrated Bridge System (IBS)

• Integrated bridge system (IBS) is a kind of navigation management system

which links other systems to provide all the details pertaining to ship’s
navigation at one place.
• It is to note that not all types of ships have the same type of IBS. The

system would vary according to the design of the ship’s bridge, various
types of equipment used by the ship, and general layout of the equipment
of the bridge.
• It is a combination of systems, which are interconnected to allow a

centralized monitoring of various navigational tools. IBS allows acquiring

and control of sensor information of a number of operations such as
passage execution, communication, machinery control, and safety and
security.
IBS (Contd...)

• The IBS system should support two or more of the

following aspects:
– Execution of passage (Navigation)
– Communications
– Machinery control
– Cargo operations
– Safety and security
• Factors determining the layout includes bridge design,
type of equipment f it ted and their positioning on the
bridge.
• IBS can be clubbed under four major parts:
– Technical System
– Human Operator
– MMI (Man Machine Interface)
– Operational Guidelines
IBS (Contd...)
The IBS usually consists of
• Autopilot
• Dual Radar/ARPA
• Gyro
• Position fixing systems
• Dual ECDIS setup (Master + Backup)
• Conning Display (Provides OOW with central place to
monitor sensors and console settings)
• Power distribution system
• Steering gear
• GMDSS
Purpose of of Integrated Bridge System :

• To enhance the safety of navigation by providing integrated

and augmented functions.
• To provide added value to plan, monitor and/or control safety
of navigation and progress.
• To monitor integrity by evaluating inputs from several sources
and combining them to provide information.
• To give timely alerts of dangerous situations, system failures
and degradation of integrity of information.
• To ensure the workload is kept within the operator’s capacity.
• To present correct, timely and unambiguous information to the
users.
• To complement the mariner’s capabilities, while at the same
time to compensate for their limitations.
• To provide centralised control.
• To support operational modes and situation awareness.
Advantages of Integrated Bridge System

• Centralized control.
• All the parameters readily available which will help in
decision making at sea.
• All equipments are well monitored, less chances of error.
• Accuracy in navigation, thus time can be saved
• Alarms for improper actions are available.
• Better overall risk assessment & management.
• Equipment built user friendly.
 Disvantages of Integrated Bridge System

• Over rely on automation, as a result lethargy sets in.

• Limitations of equipments should be kept in mind to
avoid dangerous situations.
• Tendency to bypass the alarms, which may cause

dangerous / close quarter situations.

• Reduction in man power, in emergency machine can not

replace man.
• Different make systems may cause problems for pilots
as they can not learn in short time.
Sextant
Sextant (Contd...)
• A sextant is a doubly ref le cting navigation instrument used to
measure altitude or the angle between any two visible objects.
• The primary use of a sextant is to measure the angle between
an astronomical object and the horizon for the purposes of
celestial navigation.
• The estimation of this angle, the altitude, is known as sighting or
shooting the object, or taking a sight.
• The sextant is a valuable instrument used to determine the
angle between the horizon and a celestial body like the Sun,
Moon or Star. It is used in celestial navigation to f ind out the
latitude and longitude.
Sextant (Contd...)
The sextant is an instrument used for measuring the angles
• Altitudes of celestial bodies
• (VSA)vertical sextant angles of terrestrial objects,
– the angle measured between the top of a terrestrial object (like a lighthouse)
and the waterline (horizon) when the sextant is held vertically, allowing a
navigator to caluclate the distance from the object.
• (HSA) horizontal sextant angles between terrestrial objects.
– the angle measured between two visible landmarks on land when using a
sextant held horizontally, allowing a navigator to plot their position on a
chart.

 It is so called because its arc is one sixth of a circle – 60 deg.

 Being an instrument of double ref le ction it can measure angles up
to 120 deg.
 In actual practice , the arc of the sextant is a little more than 60 deg
and is hence graduated up to 130 deg.

There are 2 types of Sextant: Micrometer and Vernier Sextant

 Sextant (Contd...)

• Construction and operating principle of both sextants are same. In

both sextants, whole degrees are read on the arc of the sextant.
• The only difference lies in the way the fraction of a degree are read.
• As the name suggests, in vernier sextant, it is read by the vernier
whereas in Micrometer sextant, it is read on the micrometer screw.
• Currently, vernier sextants are rarely used.
• On the micrometer drum, a degree may be divided into 100 parts or
60 parts.
• The fraction of a degree therefore can either be read in 1/100th of a
degree, or up to 1/60th of a degree (which comes to one minute of
arc).
 Principle of Sextant
• When a ray of light is twice ref le cted by two mirrors in the same
plane, the angle between the original incident ray and the f in al
emergent ray is twice the angle between the mirrors. OR we could
say that
• When a ray of light is ref le cted twice by two mirrors in the same
plane ,the angle between the incident and ref le cted ray is twice the
angle between the mirrors.
• Sextant has two mirrors, one of them fixed on the body of the sextant
and the other is f ixed on the index arm which is called the pivot and
changes its angle with the fixed mirror.

• In the diagram above, the altitude of object X is angle XEH.

• Which is measured by movement of Mirror H through angle b, which is half
the angle XEH.
Uses of Sextant

• For measuring altitude of a celestial body to obtain position at

sea.
• Measuring Vertical angles of a suitably high terrestrial objects
– Obtaining a fix at sea.
– For avoiding danger.
• To measure distance between ships when streaming in convoy
• Measuring Horizontal Angles between two terrestrial objects
for
– Obtaining a fix at sea.
– For avoiding danger.
• Hydrographic Surveys
 Horizon Glass
Shades
Shades Index Glass

Handle
Frame
Telescope

Moving Arm Arm (Rack)

Diagram of Sextant
Parts of Sextant
The sextant is made up of the following parts:

• The frame. • The index mirror clips.

• The handle. • T h e i n d e x m i r r o r ( f ir s t )
• The telescope or monocle. adjustment screw.
• The rising piece. • The index mirror shades.
• The arc. • The horizon mirror.
• The index arm. • The horizon mirror clips.
• The clamp. • The horizon mirror (second)
• The worm and rack. adjustment screw.
• The micrometer drum. • The horizon m irror (t hird)
adjustment screw.
• The micrometervernier.
• The horizon mirror shades.
• Electric light.
• The index mirror.
 Parts of Sextant (Contd...)
• The Frame: This is either of rigid metal construction or moulded
plastic. It incorporates three legs upon which the sextant rests when
in the horizontal position. The upper side of the frame is referred to
as the Plane of the instrument. The curved, lower part of the frame
is referred to as the lower limb of the instrument.
• The handle: The handle is f it ted with a button switch and has a
compartment for batteries to power the electric light on the index
arm.
• The telescope or prismatic monocle: This is used to enlarge the
observed object and to make accurate observations easier. The
telescope usually has a magnif ication of 4 X and a f ield of view of 5.
The monocle on the other hand has a magnif ication of 6 X and a
f ie ld of v ie w of 8½ . Highe r m agnif ic at ion is de sirable whe n
observing vertical sextant angles of distant shore objects to obtain a
clearer view of the sun’s lower limb when taking sights. A wide f ield
of view is important when trying to locate stars which are not easily
found because of the apparent size.
 Parts of Sextant (Contd...)
• The rising piece: The telescope or monocle is attached to the frame
by an adjustable slide or rising piece which is f it ted with a milled
head quick release screw. By adjusting the rising piece the telescope
is brought closer to or farther from the frame. This adjustment
alters the area of the horizon mirror viewed through the telescope
and hence alters the brilliance of the reflected image.
• The arc: If the sextant is of the metal variety, the arc will be
constructed of a thin strip of metal which has a low co-ef ficient of
expansion. It is “let in” f lush with the “lower limb” of the sextant and
is graduated from 0° to 120° “on” the arc and from 0° to 5° “off” the
arc.
• The index arm: The index arm is mounted on a circular base plate
and is free to rotate on a central axis underneath the index mirror.
The arrow of the index arm is known as the index mark.
 Parts of Sextant (Contd...)
• The clamp: By exerting f inger pressure, the clamp disengages or
unclamps the index arm from the gearing cut into the lower limb of
the sextant. The index arm can then be moved to the required angle.
On releasing pressure, the index arm is automatically clamped in
position.
• The worm and rack: The worm is an endless tangent screw which
engages with the rack or gearing which is cut into the lower limb of
t he se xt a nt . Exe r t i ng pre ssure on t he qui ck re l e a se cl a m p
disengages the worm from the rack and allows the index arm to be
moved.
• The micrometer drum: While whole degrees are read directly from
the arc, minutes of arc are read from the micrometer drum. Turning
the micrometer drum screws the worm along the rack and permits
fine adjustment of an observed angle or altitude.
 Parts of Sextant (Contd...)
• The micrometervernier: The micrometervernier has f iv e or six
graduations which correspond to 0.2’ or 10” of arc respectively.
Minutes of arc are read off the micrometer drum opposite the
vernier index mark. Seconds or decimals of a minute of arc are read
where one of the vernier graduations lines up perfectly with one of
the minute graduations on the micrometer drum.
• The electric light: The light bulb is contained in a special holder so
arranged that the light illuminates the arc, micrometer drum and
vernier. It is operated by pressing the button(s) in the handle and is
useful for taking twilight sights.
• Index mirror: The index mirror is rectangular in shape and set in a
frame attached to the moveable index arm. When properly adjusted
it should be perpendicular to the plane of the instrument. Its
purpose is to reflect light to the horizon mirror.
• The index mirror clips: These are spring clips that hold the mirror to
its frame.
 Parts of Sextant (Contd...)
• Index mirror adjustment screw (f ir st adjustment): This is an
adjustment screw situated on the centre line of the mirror. By
adjusting the screw the mirror is pushed against the spring clips and
moved to the perpendicular position.
• The index mirror shades: These shades are made of high quality
optical glass and are neutral or coloured light f ilters. They are used
to reduce the intensity of the sun’s ref le cted image and to protect
the eyes. There are normally four shades.
• The horizon mirror: This mirror receives the image from the index
mirror and ref le cts it back to the observer through the telescope. It
can be either a rectangular or circular mirror held in an appropriate
frame. As the horizon mirror occupies only half the space enclosed
by its frame, the observer is able to see both the ref le cted image
and the horizon at the same time. Like the index mirror, it needs to
be perpendicular to the plane of the instrument and parallel to the
index mirror when the index arm is set to zero.
 Parts of Sextant (Contd...)
• The horizon mirror clips: These are spring clips holding the horizon
mirror in its frame.
• The horizon mirror adjustment screw (second adjustment): This
adjustment screw is situated on the centre line of the horizon mirror.
It may be at the top or bottom of the mirror, depending on its design.
It is used to adjust the horizon mirror to the perpendicular position.
• The horizon mirror adjustment screw (third adjustment): The
adjustment screw is located on the edge of the mirror and is used to
adjust the horizon mirror parallel to the index mirror when the index
arm is set to zero.
• The horizon mirror shades: These are used to reduce the intensity of
a brightly lit horizon and are similar to the index mirror shades. Two
or three horizontal shades are normally fitted.
Captain hodling sextant vertically
Captain hodling sextant horizontally
Errors of Sextant

• Adjustable Errors (adjustable onboard), and

• Non-adjustable Errors (not adjustable onboard)

Adjustable Sextant Errors:

• The Perpendicularity error:

– This is caused when the index mirror is not perpendicular to the
plane of the instrument.
– To check for this, clamp the index bar about the middle of the arc,
and holding the sextant horizontally, with the arc away from you,
look obliquely into the index mirror. The arc and its ref lection in the
index mirror should appear to be in one straight line. If not, error of
perpendicularity exists.
– To corredct this error, turn the adjustment screw at the back of the
index mirror until they are aligned.

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Errors of Sextant (Contd...)

• Side Error:
– This is caused by the horizon glass not being perpendicular to the
plane of the instrument.
– Clamp the index bar at 0 degrees 0.0′. Hold the sextant vertically
and look at the heavenly body. Turn the micrometer one way and
then the other while looking at the body. The ref lected image of the
body will move above and below the direct image and should pass
exactly over it. If the ref lected image passes to the left or right of
the direct image, a side error exists.
– Another way to check for side error. Clamp the index bar at 0
degrees 0.0′. Hold the sextant horizontally and look at the horizon.
The ref lected image of the horizon should appear exactly in a line
with the actual horizon visible to the right and left of the horizon
mirror. If not, side error exists.
– This error can be removed by turning the second adjustment screw
(the top screw behind the horizon glass/mirror) until the true and
reflected horizons appear in the same line.
Errors of Sextant (Contd...)

• Index Error:
– This is caused if the index mirror and the horizon glass are not
exactly parallel to each other when the index is set at 0 degrees 0.0′.
Basically, this is the difference between the optical zero of the
sextant and its graduated zero.
– IE is termed OFF the arc if the optical zero lies to the right of the
graduated zero and termed ON the arc if the optical zero lies to the
left of the graduated zero.
• There are three methods of obtaining the index error of a
sextant:
A) By observing the horizon: Clamp the index at 0 deg 0.0′ and,
holding the sextant vertical, look at the horizon. The ref lected image
and the direct image should appear in a perfect line. If not, turn the
micrometer until they coincide exactly. The reading of the micrometer,
ON or OFF the arc, gives the IE
Errors of Sextant (Contd...)

• B) By observing the star or planet: Clamp the index at 0 deg 0.0′ and holding
the sextant vertical, look at the star/planet. The ref le cted and direct image
must coincide. If not, turn the micrometer till they do. The reading of the
micrometer, ON or OFF the arc, gives the IE

• C) By observing the Sun: Set the index at about 32′ ON the arc. Hold the
sextant vertically and look at the Sun, using shades. The ref le cted image of
the Sun would appear below the direct image. Turn the micrometer until
their closer limbs just touch. Note reading ON the arc.

• Set the index at about 32′ OFF the arc and look at the Sun. The ref le cted
image of the Sun would appear above the direct image. Turn the micrometer
until their closer limbs just touch. Note reading OFF the arc.
• IE = 1/2 difference between the two, retaining the name of the larger one.
• Example: Readings obtained: 32.8’ ON and 33.4’ OFF.
• IE = (33.4 - 32.8)/2 = 0.3’ OFF the arc.
Errors of Sextant (Contd...)

Non-Adjustable Errors Of Sextant:

• Graduation Error: Due to the inaccurate graduation of the main scale on the
arc or of the micrometre/vernier

• Centring Error: This type of error exists because the pivot of the index bar is
not situated at the geometric centre of the arc. This is mainly caused due to
a manufacturing defect or due to careless handling. However, this is error is
rarely present.

• Shade Error: The shades should be so mounted that their glass surfaces are
normal to the rays of light passing through them. If not, the distortion would
result. The greater number of shades used, the greater the chances of
distortion. It can be detected and rectified in an optical laboratory.

• Error of Collimation: This is due to the axis of the telescope not being parallel
to the plane of the instrument. The telescope is attached to the sextant in
such a manner that it cannot tilt. This error is not present on modern
sextants. This error can be corrected only ashore at an optical laboratory.
Errors of Sextant (Contd...)

Optical Errors: Caused by prismatic errors of the mirrors or aberrations in

the telescope lens.

Wear o n the rack an d wo rm : Thi s caus es a b ack l as h, l ead i n g to

inconsistent errors. Wearing down of the worm can be due to lack of
lubrication, the presence of dust particles, careless handling.

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Pointers on the use of a sextant

• Always check the errors before use.

• Focus the telescope while looking at the horizon and
make a mark on the circumference of the stem.
• During use, hold the sextant steady. For this, stand with
feet slightly apart for balance with hands holding the
sextant steady.
• Whi l e o bse r v i ng t he al t i t ud e o f a c e l e st i al bo d y,
remember to swing the sextant to the other side, The
body will appear to move along the arc. Measure altitude
at the lowest point on this arc.
• Stand as close as practicable to the centreline of the
ship.
• Use appropriate dark shades while observing the sun.
• I f bac kl ash e rro r e x i st s, re me mbe r to ro t at e t he
micrometer in one direction only.
• Altitudes of stars and planets should be taken during
twilight.
Pointers on the use of a sextant (Contd...)

• Night time sextant observations should be avoided so

far as practicable. The strong moonlight gives the
illusion of a good horizon which is most probably false.
• While observing the HSA, set index at zero, look at the
object on the right through the telescope, gradually
swing the index around and finish while facing the object
on the left.
• When measuring VSA, look at the top of the object, set
index at zero and look at the top of the object. Knowing
the height of the object and by observing the VSA, one
can calculate the distance of the ship from the object.

Dist off in M = (height of the object in metres)/(1852 x Tan VSA)

 Care and maintenance of a sextant

• Do not put too much stress on the index bar when

grasping a sextant
• Never touch the arc. It will smear it.
• Ensure that the worm and rack are clean
• Coat worm and rack with Vaseline when not using it for
too long
• Mirrors, lenses and shades should be wiped clean with a
soft cloth
• After each use, gently wipe the index mirror and horizon
glass
• Put it in the box when not using it
• Do not bump the sextant anywhere
• Avoid exposure to sunlight
• Ke e p se x t ant sto we d away fro m d i re c t sunl i ght ,
dampness, heaters or blowers
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MAGNETIC COMPASS


 Compass
The rotation of Earth around its axis causes the core of the Earth to
rotate, which generates current and eventually the magnetic field.
The North Pole and South Pole of the Earth are def ined as the exact
points where the Earth's axis of rotation intersects its surface, with the
North Pole being the northernmost point on Earth and the South Pole
being t he sout hernm ost point , essent ially m arking t he "top" an
d "bottom" of the planet respectively.
Both points are located at a latitude of 90 degrees, with the North Pole
at 90 degrees North and the South Pole at 90 degrees South.
 Compass

True north: The direction of the North Pole,

w h i c h i s a f ix e d po i n t . A l so k n o w n a s
Geographic north.
Magnetic north: The direction of the north
magnetic pole, which is not a f ixed point and
shifts over time.
The magnetic poles are near but not exactly
in the same places as the geographic poles.
The direction of Earth's magnetic field is from
its so uthe rn he misphe re to its no rthe rn
hemisphere.
 Compass

As per Chapter V of SOLAS 74, as amended, a magnetic compass is a

compulsory part of the shipborne navigational equipment.
A compass is a device that displays the cardinal directions used for
navigation and geographic orientation.
It consists of a magnetized needle or compass card, which can pivot to
align itself with magnetic north.
A compass card is a circular card, with points of the compass marked
on it, that rotates to indicate magnetic north.
It is a kind of pointing instrument made of the principle that the
magnetic needle can point to the north (south) pole of the earth
magnetic field under the action of magnetic force.
At present, although modern ships have been equipped with advanced
nav igat ion inst rum e nt s such as gyroscope s and G P S, m ode rn
magnetic compasses are still necessary as they have a simple
structure, reliable performance, and do not depend on external
conditions.
Compass
 Compass

The magnetic f ield exerts a torque on the needle to pull the North
end of the needle approximately toward the Earth’s North magnetic
pole and the other end toward the Earth’s South magnetic pole.
It points to magnetic north pole, which is approximately 1,000 miles
from the true geographic North Pole.
It determines the true north by f inding the magnetic north and then
correcting for variation and deviation.
Variation is def in ed as the angle between the direction of true
(geographic) north and the direction of the magnetic north. Also
known as Magnetic declination. Variation is positive when magnetic
north is east of true north, and negative when it is west.
Deviation refers to the response of the compass to local magnetic
fields caused by the presence of iron and electric currents.
One can partly compensate for this deviation by careful location of
the compass and the placement of compensating magnets under
the compass itself.
 Types of Compasses

• There are two types of compasses in use. namely Dry

card compass and Wet card compass.
• The dry card compass is generally used as a standard
c o m pa ss & t he w e t c a rd c o m pa ss a s a st e e ri ng
compass.
• The dry card compass is more sensitive, i.e, even a slight
disturbance makes the dry card to oscillate. In the wet
card compass, damping is provided by the liquid for the
oscillation and hence it is more useful as a steering
compass.
• In some ships, the wet compass is now used as a
standard compass, because of the availability of the gyro
compass as the main direction indicating instrument.
 Dry card Compass

• The compass card is made of rice paper.

• This is very light & not affected by temperature changes.
• This paper is divided into several segments and pasted
to each other and connected to the aluminium ring at
the edge by silk threads.
 Dry card Compass

• The directive element consists of three, four or f ive pairs of thin

cylindrical magnets arranged parallel to each other in the N/S
axis of the card a few centimetres below the card.
• They are so arranged that the longest pair is closest to the centre,
such that their ends form a circle.
• The method ensures that the centre of gravity of the entire card
assembly below the tip of the pivot about which the card is free
to rotate.
• The card assembly is f ixed to an aluminium ring about 10 inches
in diameter with a central hub fitted with a sapphire cap.
• This is supported on an iridium tipped pivot, made of a non-
magnetic material, to provide a friction-less support and allows
the smooth rotation of the card.
• The card assembly is housed in a brass compass bowl and
covered by a transparent glass top.
• Dry card compass is completely obsolete now in modern ships.
 Wet Card Compass

• Wet card compass is less sensitive to small disturbance and

used as a steering compass, without any loss of accuracy.
• The Wet card is made of mica in one piece & the graduations
are printed on the edges.
• The card is attached to a nickel silver float chamber, which has
a sapphire cap at the centre.
• The Cap rests on an iridium tipped pivot.
• Tho ugh the w eight o f the w et c ard is c o nsiderable, the
buoyancy of the f lo at chamber reduces the load on the pivot
and allows a friction-less rotation of the card.

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 Wet card Compass

• The bowl has a glass bottom, covering a glass hemisphere,

which contains a mixture of alcohol and water, the weight of
which lowers the centre of gravity of the entire bowl, well
below the compass card.
• On the forward side of the bowl, there is a well-marked lubber
line to mark the fore and aft line of the ship and indicates the
ship’s head at all times.
• The bowl is suspended on two athwartship projections known
as “gimbals” on the same level as the compass card.
• These gimbals rest on ‘V’ Shaped cuts on the gimbals ring
encircling the compass bowl.
• The gimbal ring is further pivoted in its forward & after side.
This ensures that the compass remains horizontal even when
ship rolls or pitches.
 Wet Card Compass

• The directive element of the card is achieved by a ring

magnet f itted around the base of the f loat. In older type
of compasses, the directive element comprised two
cylindrical bar magnets, one on each side of the f lo at
parallel to the North-South axis of the card.
 Wet Card Compass

• The bowl containing the card is f illed with a mixture of

distilled water & pure ethyl alcohol, which has the
following properties:
• A low freezing point
• Small co-efficient of expansion
• Does not discolour card
• Low specific gravity – about 0.93
 Wet Card Compass

• The diameter of the bowl is about 23 cm, whereas the

card is only about 15 cm diameter.
• This gap reduces the disturbances caused by turbulence
in the liquid during rotation.
• The top of the bowl carries transparent glass and bottom
has a frosted glass.
• The bo wl is suspe nd e d by gimbals j ust like a d ry
compass card.
• The binnacle and its f it tings are identical to the dry
compass card.
 Wet card Compass

• The steering compass is normally placed on the monkey island

inside a binnacle, which is a cylindrical container made of teak
wood/aluminium/fibreglass and brass fittings.
• It is important to note that no magnetic material is used in its
construction.
• Top of the binnacle is provided with a large non-ferrous metal
called helmet to protect the compass bowl from direct sunlight,
rain, dew, frost, etc. when not in use.
• The compass bowl is slung in the upper part of the binnacle.
• There is a small door in the mid-section which allows access
to an electric bulb, to illuminates the card from below through
a slot.
• The intensity of light can be controlled either electrically or by a
mechanical shutter of the slot by means of a lever handle
accessible from the after part of the binnacle.
Wet card Compass
 Wet card Compass
• The lower part of the binnacle contains a number of holes both in
the fore and aft & athwartship directions to place corrector magnets
at the time of compass adjustment.
• The lower binnacle also has a brass vertical tube at its centre.
• This tube carries a ‘bucket’ to introduce vertical magnet to correct
the heeling error.
• The height of the bucket can be adjusted to the required level by
means of a brass chain.
• A periscope tube arrangement consisting of lenses and a mirror is
usually f it ted at the bottom of the binnacle to view the compass
card of the compass.
• This is done to view the compass reading inside the wheelhouse at
the steering position.

Heeling: When the ship tilts on any of its sides i.e. port or starboard and doesn't return back to
its upright position, it is known as heeling of the vessel. Heeling is unsafe for ship, its
machineries and people onboard. The main reasons of ship's heeling are strong winds, hard
and speedy turns and uneven cargo loading.
Heeling error: It is difference in deviation between that when the ship is upright and that when
heeled on the same course.
 Wet card Compass

Note:
• The position of these corrector magnets and the soft
iron c orrec tors should not be altered exc ept by a
qualified compass adjuster.
• The binnacle doors should always remain locked & keys
safely kept with master or a responsible of ficer deputed
by him. They are allo we d to o pe n o nly d uring the
compass adjustment.
• There are two soft iron spheres carried on brackets fitted
on port & starboard side of the binnacle. These are
called quadrantal correctors.
• They can be moved on slots on the brackets and f ixed at
a specified distance during compass adjustment.
 Wet card Compass

• Similarly, there is a vertical soft iron container made of

brass about 7 to 10 cm in diameter and about 60 cm in
length fitted normally forward of the compass.
• If the ship has considerable superstructure & vertical
fittings forward of the compass, this brass container may
be abaft the compass. This is called the “Flinders Bar”.
• It contains various lengths of soft iron and/or wooden
substitutes to ac hieve the req uired height d uring
compass adjustment.
• A large brass hood is provided to cover the top part of
binnacle to protect the compass card & bowl from direct
sun’s ray, sprays etc, which must be kept closed except
when in use.
 Wet Card Compass

Care and Maintenance

• The care and maintenance of a wet card compass and
its binnacle is followed in the same way as that for a dry
card compass. i.e.
• Doors giving access to the corrector magnets should
always be kept locked and the keys kept in safe custody.
• If the binnacle is of wood, it should be varnished, not
painted, as paint may cause the doors to jam.
• Soft iron spheres should be painted to prevent from
rusting.
• Brass parts of binnacle should be polished regularly.
• All magentic materials such as aerials, stays, electrical
wires, electrical machinery, etc, should be kept away
from the compass.
 Wet Card Compass

But special care to be given in wet compass because

• The wet compass card, if found defective owing to
stickiness of movement, has to be renewed by the
manufacturer or his authorized agent. Hence, an entire
bowl is carried as a spare instead of carrying a spare
wet card.
• Bubble formation in the wet compass bowl is to be taken
se ri o usl y a nd ha s t o be re m o v e d a t t he e a rl i e st
opportunity.
 Wet Card Compass

• A bubble may form in the bowl owing to the fact that some of the
liquid has somehow escaped from the bowl.
• Bubble form at ion in a we t card com pass can be a proble m ,
especially if the bubble is large, as it can interfere with the smooth
movement of the compass card, potentially affecting the accuracy
of the readings.
• The following steps shall be adopted in order to remove air bubble
from the compass bowl:
1. Tilt the bowl until the ‘filter hole’ comes uppermost. This hole is
provided on the side of the bowl.
2. Unscrew the stud/ screw provided.
3. Top up with ethyl alcohol. If this is not available, distilled water
would do.
4. Screw the stud/ screw back into place.
5. Gently let the bowl return to upright.

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 Advantages of Wet compass over Dry Compass
Card
• The wet card compass is used as a steering compass
whereas the dry card compass is generally used as a
standard compass.
• The dry card compass is very sensitive. Even a slight
disturbance makes the dry card oscillate.
• In the wet card compass, the oscillation is damped in
the liquid and hence more useful as a steering compass.
• In some ships, the wet compass is now used as a
standard compass, mainly because of the availability of
the gyro compass as the main direction indicating
instrument.
 Errors and Corrections in ship magnetic
compass
• Variation: It is the angle between the true and magnetic
meridian, that is, the angle that the freely suspended
magnetic needle makes with the True Meridian.
• If the magnetic needle is drawn to the right of the true
meridian, the variation is termed Easterly and if the
needle is drawn to the left of the True Meridian, the
variation is termed Westerly.
• Variation differs from place to place, but does not
change with the direction of the course of the ship.
 Errors and Corrections in ship magnetic
compass
• Deviation: A ship is made of steel, acquires a certain magnetism
and so inherently has an effect on the magnetic compass.
• Due to ship’s magnetism, the compass needle on board does not lie
on the magnetic meridian, but always deflecting.
• Although corrective magnets are inserted in the housing (binnacle)
of the compass to counteract this, the system is still imperfect
because the ship also loads steel cargo which makes the error
variable.
• Moreover, the error is found to vary, as the ship points in different
directions. This error is called ‘deviation’ and is named East if the
compass needle is drawn to the right and West if the needle is
drawn to the left.
 Errors and Corrections in ship magnetic
compass
• Compass error is the combination of the errors of
Variation and Deviation, and is applied by the navigator
to the compass reading to get the corrected compass
reading.
• Variation is known for all geographical locations and is
available to the mariner on charts.
• Deviation is calculated every 4 hours at sea by one of
many methods usually involving celestial bodies like
planets and stars.
• He nc e , the c o mpass e rro r at any po int o f time is
accurately known.
 Method of determination and compensation of the effects of a
ship’s magnetic field on the magnetic compass.

A ship’s magnetic f ie ld affects the accuracy of the magnetic

compass, causing deviations due to induced and permanent
magnetism.
To ensure accurate navigation, the deviation must be determined
and compensated for.
The process involves the following steps:
1. Determination of Magnetic Compass Deviation:
The deviation of a ship’s magnetic compass is assessed through
various methods:
a) Compass Swinging:
• The ship is taken to an open area free from magnetic disturbances.
• The vessel is steered on multiple headings (typically every 30° or 45
°).
 Method of determination and compensation of the effects of a
ship’s magnetic field on the magnetic compass.

• The observed magnetic compass heading is compared with a

known true heading (obtained from gyrocompass, astronomical
observations, or a GPS-based reference).
• The difference bet ween t he observed and act ual heading is
recorded as deviation.
b) Deviation Table and Curve
• The deviations observed during compass swinging are recorded in a
deviation table.
• A deviation curve is plotted to visualize how deviation changes with
the ship’s heading.
• This curve helps identify the nature of magnetic inf luences (e.g.,
fore-and-aft, athwartships, or heeling error).
 Method of determination and compensation of the effects of a
ship’s magnetic field on the magnetic compass.

2. Compensation of Magnetic Compass Deviation:

Once deviation is determined, it can be minimized or corrected using
various methods:
a) Permanent Magnet Compensation:
• Permanent magnets are placed in a binnacle around the compass
to counteract the ship’s permanent magnetism.
• These magnets are adjusted based on the deviation table to
neutralize the effects of the ship's hull magnetism.
b) Soft Iron Correctors:
• Soft iron spheres, called quadrantal correctors, are mounted on
either side of the compass.
• These correctors compensate for induced magnetism caused by the
Earth's magnetic field acting on the ship’s structure.
 Method of determination and compensation of the effects of a
ship’s magnetic field on the magnetic compass.

c) Flinders Bar:
• A vertical iron bar (Flinders bar) is placed near the compass to
compensate for the ship’s vertical soft iron effects.
• This is particularly useful for counteracting induced magnetism
from varying latitudes.
d) Heeling Magnet:
• A heeling magnet is placed beneath the compass to correct errors
due to rolling, pitching, or changes in the ship’s latitude.

3. Final Adjustment and Verification:

• After compensation, the ship undergoes another compass swing to
verify corrections.
• The deviation table is updated accordingly.
• Regular checks and adjustments are made to account for changes
in the ship’s magnetism due to repairs, cargo changes, or hull
modifications.
 Key steps in preparing a deviation table

A table of deviations is a record of the errors (deviation) in a

ship’s magnetic compass at different headings. This table is
essential for correcting compass readings and ensuring accurate
navigation. The process of obtaining a table of deviations
involves a compass swing or compass adjustment procedure.

Find a suitable location:

Navigate the ship to an o pen area w ith minimal magnetic
interference, ideally with a visible f ixed point on the chart to use
as a reference.
Compass readings:
While slowly turning the ship in a full circle, record the readings
f ro m bo th the magnetic c o mpass and the referenc e gyro
compass at regular intervals (usually every 30 degrees).
 Key steps in preparing a deviation table

Calculate deviation:
For each heading, subtract the magnetic compass reading from the
gyro compass reading to determine the deviation at that heading.
Plot the data:
Plot the calculated deviations on a graph or table, with headings on
the x-axis and deviation values on the y-axis, creating a visual
representation of the compass deviation across all directions.
Compass adjustments (if needed):
A compass adjuster may use magnets or other correction devices to
f in e-tune the compass and minimize deviation based on the
recorded data.
After adjustments, the f inal table is prepared and kept for reference.
The table is used for correcting future compass readings by
applying the deviation correction based on the ship’s heading.

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Heeling Error Effect and Method of Correction

Heeling Error:
Heeling error is a deviation in a ship’s magnetic compass reading
caused by the tilt (heel) of the vessel to one side.
This error occurs because of the asymmetry in the distribution of
the ship's magnetic f ie ld when the vessel leans due to wind,
waves, or turning forces.
It affects the accuracy of navigation by introducing errors in the
indicated heading.
Effects of Heeling Error:
Deviation in Compass Reading: The compass needle does not
align correctly with the magnetic meridian.
Variation with Heel Angle: The error increases with the degree of
tilt and changes direction based on whether the ship heels to port
or starboard.
Heeling Error Effect and Method of Correction

Unpre dic ta ble H e a ding E rro rs: Ca n le a d to nav iga tio na l

miscalculations, especially in rough sea conditions.
I n c re a se d a t H igh L a t it u de s: T h e h e e lin g e rro r is mo re
pro no unc e d ne a r the po le s due to the stro nge r v e r tic a l
component of the Earth's magnetic field.
Method of Correction:
To minimize heeling error, a Flinders Bar and Heeling Magnet are
used as part of the ship’s magnetic compass correction system.
Flinders Bar:
A vertical soft iron bar placed near the binnacle.
Compensates for the induced magnetism changes due to the
ship’s heel.
Heeling Error Effect and Method of Correction

Heeling Magnet:
• A vertical permanent magnet placed below the compass.
• Adjusted to counteract the vertical component of the Earth's
magnetic field.
• Ensures the compass needle remains stable when the ship
heels.

Compass Adjustment and Calibration:

• Regularly adjusting and compensating for deviations.
• Conducting compass swings to check and correct errors.
• By using these methods, the heeling error is signif ic antly
reduc ed, ensuring ac c urate c o mpass readings fo r safe
navigation.
 Course Recorder
• I t re c o rd s t he Gyro c o urse st e e re d by t he v e sse l
continuously against a time scale.
• The record is considered as useful and vital evidence in
case of any accident.
• The equipment is set at the commencement of a voyage
with correct time and then switched on for operation.
• This is a graphical record keeping device which can
record all gyro courses steered by the ship thorughout
the voyage.
• The course recorder receives a feed from the ships
Master Gyro Compass.
• Gyro c o mpass re pe ate r c o nne c te d to the c o urse
recorder gives signals to control the spirally grooved
drum, which moves the course and zone stylus.
 Course Recorder
• It has built-in clock which keeps time accurately (on
older ships, this clock is a winding type but on modern
ships, this is usaully electrical or quartz type)
• The clock connected to the paper feed roller controls the
speed at which the paper is pulled under the stylus so
the time graduations on the recording paper move at the
correct speed.
• The recording paper is a specially formatted thermal
paper hence an inkless stylus is used to mark the course
steered. Paper is fed by a paper feed DC motor.
 Why Course Recorder required
• A Course Recorder is a crucial navigational instrument that
continuously records a vessel’s heading over time. In cases of
collisions and marine accidents, it serves as vital evidence in
investigations and legal proceedings. The signif ic ance of
Course recorder is as follows:
Establishing the Vessel’s Course and Movements:
• Provides a clear record of the vessel’s heading before, during, and
after the accident.
• Helps in determining whether the ship was following the correct
navigational route or if there were sudden course changes leading
to the incident.
Determining Liability and Fault:
• Helps maritime authorities and courts assign responsibility by
showi ng i f t he v e sse l com pl i e d wi t h Col l i si on Re gul a t i ons
(COLREGs).
• If a vessel made an improper turn or failed to yield the right of way,
the course recorder data can prove it.
 Why Course Recorder required
Corroborating Crew Testimonies and Radar Data:
• Supports or contradicts witness statements, preventing false
claims.
• When combined with VDR (Voyage Data Recorder), AIS (Automatic
Identif ication System), and radar data, it provides a comprehensive
picture of the event.
Assisting Accident Investigations and Safety Improvements:
• Maritime authorities, such as the IMO (International Maritime
Organization) or MAIB (Marine Accident Investigation Branch), use
course recorder data to analyze causes of accidents.
• Helps shipowners and regulators improve safety measures and
prevent future incidents.
Legal and Insurance Implications:
• Used as key evidence in cour t cases and insurance claims to
determine financial liabilities.
• Protects shipowners and operators from fraudulent claims by
proving the vessel’s actual course and actions.
 Course Recorder Paper

It looks like a graph paper with vertical graduations as the time

scale and horizontal graduations as the course scale.
It may either be a roll of paper or like a set of continuous joined
sheets of paper like the perforated feed sheets of a printer.
It has 3 sections: Time Scale, Course Section, and Zone Section.
Time Scale (Vertical scale): It may be found either on the extreme
right or left side of the paper (depends on the maufacturer).
Usually, the graduations mark 10 minute intervals. It is used to set
the course recorder paper to show the correct UTC or GMT prior
to starting.
Course Section: It occupies the middle portion of the paper. This
part is graduated for 900 as follows:
000 10 20 30 40...... 80 90
180 170 160 150 140..... 100 90
180 190 200 210 220..... 260 270
360 350 340 330 320..... 280 270
Course Recorder Paper
Course Recorder Paper
Course Recorder Paper
 Course Recorder Paper

At the beginning of the voyage this must be set for the UTC.
 Course Recorder Paper

The scale is suf fic iently magnif ie d to be able to read the course
steered to the nearest degree.
For example, if the recorder shows a line on 3200, there should be
some way of knowing if the course steered was 3200 or 2200 or
1400 or 400. This ambiguity is taken care of in the zone section.

Zone section (Quadrant Section): It is found on the side opposite

the time scale. If the time scale is on the right-hand side of the
paper, then the zone section is found on the left-hand side and
vice versa. This zone consists of 4 columns, each column
corresponding to one quandrants 0-90, 90-180, 180-270 & 270-360.
Depending on which column the zone pen is in, the appropriate
scale can be read on the course section.
 Course Recorder Paper

Other markings on course recorder paper:

• Before the start of the voyage, the date & time the voyage
commenced, the voyage number, and the port of departure.
• Every noon, your position should be written on the paper.
• During port arrival and departure - the times of pilot boarding and
departure times, thus keeping a record of pilotage time and
courses steered.
• Any alterations of course at sea and the time of alterations. This
will also give an indication if the course recorder clock is
functioning well or not.
 Course Recorder Paper

• Weather conditions, wind, state of the sea and swell weather

m a y b e re c o rd e d o n t h e c h a r t . W e a t h e r a n d r u d d e r
adjustments on the steering may also be reorded.
• The recorder clock should be checked for error against correct
GMT and any error found should be noted. In case the error is
large, it should be corrected by adjusting the paper.
• If the error is very large and requires frequent adjustments,
then it is better to get serviced by authorized technicians.
 Course Recorder Paper
Stylus or Recording Pen:
There are two types of pens namely Ink pens
and Conducting wires.
Ink Pens: Found on the older course recorders.
These pens had to be f illed with slow drying ink
once a week.
Conducting wires: Modern course recorders are
f it ted with pens which are simply conducting
wires which make a black mark on the chart
paper touching t he back m et al plat e. They
contain no ink.
The course recorder usually has two pens: one
for the zone section to mark the quadrant of the
course and one for the course section to mark
the course in that quadrant. These pens are
hinged so that they can be raised when changing
the recording paper.
Both styli are mounted on a shaft and driven by
a drum with groove acting as a guide.
 Course Recorder Paper

Working of course recorder:

 Course Recorder Paper

The gyro signal for the ships heading is amplified and fed to the synchro-motor
which rotates the drum.
The drum consists of two sections: One with a continuous zigzag groove cut in
it going round the drum. The other with a continuous a stepped groove going
around the drum.

When the drum rotates the course stylus moves along the zigzag groove
across the paper. If the drum rotates clock-wise the stylus will travel from right
to left and vice versa.

The quadrant stylus will remain in the present quadrant (90-180) till the time
the course sty lus has approached any end of the paper and the drum
continuing to turn in the same direction.

The course being steered can be read simply by f irst checking the quadrant
section and then checking the course section.

Paper roll is driven by DC motor in synch, with UTC.

 Course Recorder Paper

2nd Officer checks for Course Recorder:

• The OOE must check the styli are recording the correct course and the time

indicated is correct.
• OOW should mark important event on the course recorder
• Whe n carry ing out che cks and te st as par t of daily che cks or prior

arrival/departure checks
• When passing important landmark
• Noon positions
• Before any vessel movement, even shifting inside the port, it must be

switched on and set for the correct course and time.

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 Course Recorder Paper

Changing the paper on a course recorder:

• Open the paper holders to both sides. Open the base
plate toward the operator and place the recording paper
in teh chart receving box.
• Let the paper pass between the rollerslocated on the
side of the upper feed drum and let the paper pass over
the upper feed drum from the rear to the front.
• Fit the holes of the two edges of the paper uniformly
on the pins of the feed drum and be sure to attach the
four lines which indicate quadrants so that they come
on the left side. At this time both the course and zone
pens should be raised.
 Course Recorder Paper

• After suf fic iently pulling out the paper so that the feed
drums turn smoothly, close the base plate. Insert the
paper in the lower feed drum from the operator’s side
toward the inner side.
• When the pins of the feed drum are in the holes of the
recording paper, feed out the paper by slowly turning the
chart adjusting gear toward the operator.
• When the recording paper on the base plate shows no
slack, press the paper with the paper holders at the two
sides. This completes the task.
 Course Recorder Paper

Removing the recording paper:

• When removing the recording paper, turn all switches to
OFF; raise the pens.
• Slowly turn the chart adjusting gear toward the operator
until the remaining recording paper is fed. Then remove
the recording paper.
 Course Recorder Paper

Starting and Stopping procedure of Course recorder

Different Manufacturers stipulate different methods fo
starting and stopping their course recorders. One method
is as follows:
• Attach a new roll of course recording paper, if necessary.
• Lower both the zone and course pen with the pen-raise
knob.
• Ensure the time on the recording paper(where the course
pen touches the paper) matches the correct GMT.
• To match the two times - turn off the power switch to OFF.
Slowly turn the chart adjusting gear so that the recording
paper comes to the right point, taking care not to let the
recording paper slacken. Then trun ON the power switch.
 Course Recorder Paper

To match the course pen and the Master compass,

• Turn OFF the repeater switch.
• Turn the indicating tuning gear to bring the zone pen in
the same quadrant as the ship’s course and, at the
same time, match the course pen to the proper course
on the recording paper.
• After completion of the above operations, ensure that
the recording paper is properly set on the pins of the
paper feed drums and that the drums rotate freely.
• Switch on the power switch after adjusting the time and
now the recorder is recording the courses steered.
 Course Recorder Paper

Stopping the recorder:

• Turn off the repeater switch to stop the servo motor.
• Turn off the main power .
• Raise both the zone and course pens.

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