Positions

Longitude and latitude

The earth can be regarded as a spherical object, and
since we're dealing with a 3-dimensional shape we
need coordinates of a different form than the usual x-
and y-axes. Though adding an extra z-axes would
make sense for submarines, we will most likely be
found on the surface of this sphere while using
another system of coordinates, that covers our planet
with imaginary lines called meridians and parallels,
see figure 1. All these lines together provide the grid
which enables us to describe any position in
longitudes and latitudes.

The obvious place to divide the Northern and Southern

Hemispheres was the equator. But the division of the Eastern and Western
hemispheres was the source of much political turmoil. Greenwich (Great
Britain) won, placing for example The Netherlands in the Eastern and Ireland
in the Western Hemisphere.
It takes the earth 24 hours for a full rotation of
360°. Thus, every hour we rotate 15° longitude,
see figure 2.
When it is 12:00 UTC (international standard
time) - anywhere in the world - it is 12:00 Local
Time in Greenwich and 24:00 Local Time at the
other side of the planet: 180° E or 180° W: the
date line. Crossing this special meridian
changes not only the hour but also the date.
The North Pole has a latitude of 90° N and the
South Pole 90° S. The meridians cover twice
this angle up to 180° W or E.
Meridians converge at the poles, whereas parallels run parallel to each other
and never meet. All meridians and the equator - the biggest parallel - form
great circles, and the remaining parallels form so-called small circles. A
great circle divides the earth in two exact halves.
In figure 3 the position of Boston in the United States is shown using latitude
and longitude in degrees, minutes and seconds:
42° 21' 30" N , 71° 03' 37" W
Most sailors will actually notate seconds in metric fractions of minutes:
42° 21,5' N , 71° 03,6' W or
42° 21.5' N , 71° 03.6' W , see the notation style guide
On small scaled charts we want to be accurate within one minute or one
nautical mile. On larger scaled charts the accuracy is more likely to be within
a tenth of a mile (a cable).
If the earth were a perfect sphere with a
circumference of roughly 40000 kilometres all
great circles - meridians plus the equator - would
have the same length and could be used as a
distance unit when divided into 360 degrees, or
360° x 60' = 21600' minutes. In 1929, the
international community agreed on the definition
of 1 international nautical mile as 1852 metres,
which is roughly the average length of one
minute of latitude i.e. one minute of arc along a
line of longitude (a meridian).
Or to put it shortly: 1 nm = 1'
We are now able to describe any position in latitudes and longitudes.
Moreover, we can state the distance between two of those positions using
nautical miles or minutes. All we need now is a proper way to define speed.
For that, sailors use knots, the number of nautical miles an hour.

RYA & ASA sailing schools

To put this navigation course into practice a Royal Yachting Association or
American Sailing Association approved sailing course is recommended.
Sailing schools in Greece and Turkey for:
RYA competent crew
RYA day skipper (non-tidal)
RYA coastal skipper (non-tidal)
ASA basic coastal cruising (103)
ASA bareboat chartering (104)
ASA coastal navigation (105)

And the most enjoyable way to learn how to sail is by combining such
courses with a yachting vacation in Greece or Turkey. Ideal areas for sailing
courses are the Saronic Gulf near Athens and the Ionian Islands to the
west of Greece, which provide reliable and gentle winds, dolphins and ancient
Greek monuments and temples.

A little History

Mariners during the 15th century relied on charts called "portolans" to assist

them on their voyages. Portolan comes from the Italian word portolani ,
which were medieval pilot books.

The portolans contained maps of coastlines, locations of

harbours, river mouths, and man-made features visible from the
sea. They were a compilation of centuries of seafarer
observations. As sailors' skills improved and the use of the
compass was more widespread, portolans improved in accuracy.

Also Columbus used these portolans on his journeys. Portuguese chart

makers added the meridian line, a point useful for latitude sailing as well as
for navigating solely by compass. A geographic feature could now be located
through the use of its distance in degrees of latitude from a ship's point of
departure. Note that the use of latitude and longitude was understood since
the time of Ptolemy , the second century CE.
During the fifteenth century Portugal led the European world in sea
exploration. The golden age of discovery for Portugal lasted almost a century
until the Dutch eventually seized their trade routes from them.
As we move to the next chapter of this course we enter the sixteenth century
when the Mercator chart was invented.

Glossary
1. Parallels: Circles parallel to the equator, ranging from 0° to 90° N or
S. Only the equator is a great circle.
2. Meridians: half-circles converging at the poles, ranging from 0° to
180° E or W. Each pair of opposing meridians forms a great circle.
3. Prime meridian: 0° or the Greenwich meridian which - together with
the date line meridian - divides the Western and Eastern hemispheres.
4. Great circle: The intersection of a sphere and a plane that passes
through the sphere's centre.
5. Small circle: The intersection of a sphere and a plane that doesn't
pass though the sphere's centre.
6. Time zones: By convention 24 zones, each 15° longitude wide.
Hence, noon at Greenwich gives midnight at 180° E.
7. GMT, UTC, Zulu: The outdated accronym GMT (Greenwich Mean
Time) is roughly the same as UTC or Zulu, and is also the local time at
Greenwich when daylight saving isn't used. Note that UTC is an atomic time
scale which only approximates GMT, so best to use the modern term “UTC”.
Antonym: Local time elsewhere. For example, local time in Athens = UTC +
2.
8. Date line: The 180° meridian which extends from or is opposite to the
prime meridian. Here, not only the hour changes when crossing the meridian,
but also the date.
9. Latitude: Position property defined by the number of degrees north or
south of the equator, varies from 0° to 90°.
10. Longitude: Position property defined by the number of degrees east
or west of the prime meridian, varies from 0° to 180°.
11. Position: Latitude first and longitude second. For example: Athens in
Greece 37° 58' N , 23° 43' E.
12. Nautical mile: One nm is one minute (') on the vertical scale on the
chart. 1' equals 1852 metres. Nautical miles are divided into 10 cables.
13. Knots: Nautical miles per hour.

Chapter-2 Nautical
charts-self assignment
 Compass
Skip over navigation

navigation
Skip over navigation

Marine compass
In China compasses have been in use since the Han dynasty (2nd century
BCE to 2nd century CE) when they were referred to as “south-pointers”.
However at first these magnets were only used for geomancy much like in
the art of Feng Shui.
Eventually, during the Sung dynasty (1000 CE) many trading ships were then
able to sail as far as Saudi Arabia using compasses for marine navigation.
Between 1405 and 1433, Emperor Chu Ti's Treasure Fleet of the Dragon
Throne ruled the entire South Pacific and the Indian Ocean, a territory that
ranges from Korea and Japan to the Eastern coast of Africa.
At this time Western mariners were still rather ignorant of the navigational
use of the magnet. Petrus Perigrinus van Maricourt wrote a first treatise
on the magnet itself: “De Magnete” (1269). And though its nautical use was
already mentioned in 1187 by the English monk Alexander Neckham, the use
onboard only came about around the 13th and 14th century in the
Mediterranean Sea.
Much later, in 1545, Pedro de Medina (Sevilla 1493-1567) wrote the Spanish
standard work “Arte de Navegar” on marine compass navigation. This
masterpiece was first translated in Dutch (1580) and was -O Irony- used by
Jacob van Heemskerk when the Dutch destroyed the Spanish fleet near
Gibraltar in 1607. The drawback was of course Van Heemskerk's own death
during this victory.

Magnetic Variation
In the fin-de-siècle of the sixteenth century mariners believed that the
magnetic north pole coincided with the geographic north pole. Any
suggestion otherwise had been denied by Pedro de Medina.

Magnetic observations made by explorers in subsequent decades showed

however that these suggestions were true. But it took until the early
nineteenth century, to pinpoint the magnetic north pole somewhere in Arctic
Canada (78° N , 104° W). From then on the angle between the true North
and the Magnetic North could be precisely corrected for. This correction angle
is called magnetic variation or declination.
It is believed that the Earth's magnetic field is produced by electrical currents
that originate in the hot, liquid, outer core of the rotating Earth. The flow of
electric currents in this core is continually changing, so the magnetic field
produced by those currents also changes. This means that at the surface of
the Earth, both the strength and direction of the magnetic field will vary over
the years. This gradual change is called the secular variation of the
magnetic field. Therefore, variation changes not only with the location of a
vessel on the earth but also varies in time.
The correction for magnetic variation for your location is shown on the
nearest! nautical chart's compass rose. In this example we find a variation of 4°
15' W in 2009, with an indicated annual correction of 0° 08' E. Hence, in
2011 this variation is estimated to be 3° 59', almost 4° West. This means
that if we sail 90° on the chart (the true course), the compass would read
94°.
Another example: let's say the compass rose gives a variation of 2° 50' E in
2007, with a correction of 0° 04' E per year. In 2009 this variation is
estimated to be 2° 58', almost 3° East. Now, if we sail 90° on the chart, the
compass would read 87°.

Correcting for variation

 These overlayed compass roses show
the difference between true north and magnetic north when the magnetic
variation is 10° West.
From the image we find: tc = cc + var
in which “cc” and “tc” stand for “compass course” and “true course”,
respectively.
To convert a true course into a compass course we need first assign a “-”
to a Western and a “+” to a Eastern variation. Note that this makes sense!
because of the clockwise direction of the compass rose. Here, the inner circle
is turned 10° anticlockwise, hence -10° .
Now, use the same but re-written equation:
cc = tc - var
235° = 225° - (-10°)
So, to sail a true course of 225°, the helmsman has to steer a compass
course of 235°.

To convert a compass course into a true course we can use the original
equation. If we have steered a compass course of 200°, we have to plot a
true course of 203° in the chart if the variation is 3° East or a true course
of 190° if the variation is 10° West .

Magnetic deviation
Magnetic deviation is the second correctable error. The deviation error is
caused by magnetic forces within your particular boat. Pieces of metal, such
as an engine or an anchor, can cause magnetic forces. And also stereo and
other electric equipment or wiring, if too close to the compass, introduce
errors in compass heading.
Furthermore, the deviation changes with the ship's heading, resulting in a
deviation table as shown below. The vertical axis states the correction in
degrees West or East, where East is again positive.
The horizontal axis states the ship's heading in degrees divided by ten. Thus,
when you sail a compass course of 220°, the deviation is 4° W. (Note, that
on most modern sailing yachts the deviation is usually not larger than 3°).
When a compass is newly installed it often shows larger deviations than this
and needs compensation by carefully placing small magnets around the
compass. It is the remaining error that is shown in your deviation table.
You can check your table every now and then by placing your boat in the line
of a pair of leading lights and turning her 360 degrees.

Correcting for both deviation and variation

Converting a compass course into a true course, we can still use our
equation but we need to add the correction for deviation:
cc + var + dev = tc
Example 1: The compass course is 330°, the deviation is +3° (table) and
the variation is +3° (chart);
330° cc + 3° var + 3° dev = ?° tc
giving a true course of 336° which we can plot in our chart
Example 2: The compass course is 220°, the deviation is -4° (table) and the
variation is still +3° (chart).
220° cc + 3° var + -4° dev = ?° tc
giving a true course of 219°.
Example 3: The compass course is still 220°, therefore the deviation is still
-4° (table) but let's use a variation of -10° this time.
220° cc + -10° var + -4° dev = ?° tc
giving a true course of 206°.
Converting a true course into a compass course is a little less straight
forward, but it is still done with the same equation.
Example 4: The true course from the chart is 305° and the variation is +3°
(chart), yet we don't know the deviation;
?° cc + 3° var + ?° dev = 305° tc
Luckily, we can rewrite this so this reads:
cc + dev = 305° tc - + 3° var = 302°
In plain English: the difference between the true course and the variation
(305 - + 3) = 302 should also be the summation of the compass course and
the deviation. So, we can tell our helms person to steer 300°, since with a cc
of 300° we have a deviation of +2° (As can be deduced from the deviation
table above).
Example 5: The true course from the chart is 150° and we have a Western
variation of 7 degrees (-7°). We will use the rewritten equation to get:
150° tc - - 7° var = cc + dev = 157°
From the deviation table we find a compass course of 160° with a deviation
of -3°.
Voilà!

Magnetic course

The magnetic course (mc) is the heading after magnetic variation has been
considered, but without compensation for magnetic deviation. This means
that we are dealing with the rewritten equation from above:
tc - var = cc + dev = mc.

Magnetic courses are used for three reasons:

1. To convert a true course into a compass course like we saw in the last
paragraph.
2. On vessels with more than one steering compass, also more deviation
tables are in use; hence only a magnetic or true course is plotted in
the chart.
3. Bearings taken with a handheld compass often don't require a
correction for deviation, and are therefore useful to plot in the chart as
magnetic courses.

Note, that the actual course lines the navigator draws in the chart are always
true courses! These can subsequently be labeled with the true course or the
corresponding magnetic or compass course if appropriate. In the next chapter
we will be plotting courses in the chart.
To summarise, we have three types of “north” (true, magnetic and compass
north) like we have three types of courses: tc, mc and cc. All these are
related by deviation and variation.

Glossary
1. Maps with isogonic lines :
World - overview 2000
World - detailed 2000
World - detailed 2005
World - animated in timeVariation: The angle between the magnetic north pole

and the geographic north pole. Also called the magnetic declination .
2. Secular variation: The change of magnetic declination in time with
respect to both strength and direction of its magnetic field.
3. West (-) , East (+): Western variations or deviations are designated
with a negative sign by convention due to the compass card's clockwise
direction.
4. Deviation: The error in compass heading caused by electric magnetic
currents and or metal objects.
5. Deviation table: A table containing deviations in degrees versus the
ship's heading (compass course) in degrees. Usually plotted in a graph.
6. True course: Course plotted in the chart i.e. course over the ground
or “course made good”. The course corrected for compass errors.
7. Compass course: The course (ship's heading) without the correction
for compass errors.
8. cc + var + dev = tc: This equation shows the connection between the
compass course, its errors and the true course. It can also be read as: tc -
var = cc + dev.
 Plotting and
piloting

Skip over navigation

Lines of position
The modern chart shows us positions of many recognizable aids to
navigation like churches and lighthouses, which facilitate the approach to a

coastal area. This concept originated from a chart by Waghenaer and

proved a milestone in the development of European cartography. This work

was called “Spieghel der Zeevaerdt” and included coastal profiles and tidal
information much like the modern chart. It enables us to find the angle
between the North and for example an offshore platform, as seen from our
position.
 Compass courses True courses
Taking a bearing on this oil rig with a compass provides us with a compass
course. This course first needs correction for both variation and - via ship's

heading - deviation before plotting a Line of Position (LOP) in the chart

as a true course.
Our position is somewhere along this line.

Ranges

A precise way to obtain a LOP, and

without a compass, is to locate two aids to navigation in line. The map of
Laura Island on the right shows four examples of ranges, each consisting of
two aids to navigation.

Please, note that:

More distance between the two landmarks enhances accuracy.
And less distance between the vessel and the closest aid to navigation also
enhances accuracy.
One of these four ranges consists of two lights that are intentionally placed
to provide a LOP. These pairs of lights are called range lights or leading
lights. In this case they indicate the approach towards the marina and mark

the channel between the dangerous rocks along a true course of 50° .

When looking towards any leading lights, the nearest one will be lower .

Therefore, in the middle of the channel both

lights will appear vertically above each other.
Even when there are no man-made structures available, a range can be
found by using natural features such as coastlines and islets. The example on
the left shows a yacht that will avoid the dangerous wreck as long as the
islets don't overlap.

Position fix
If two LOPs intersect we can construct a position fix: the ship's position on
the earth.
Often however, a triangle occurs when a third LOP is added in the
construction. This indicates that there are errors involved in at least one of
the bearings taken. In practice, we should consider each LOP as the average

bearing in a wider sector of for instance 10° .

The optimum angular spread is 90° (two objects) or 120° (three

objects). Moreover, bearings on distant objects bring about more uncertainty
in our position fix as the sector widens. Finally, if moving fast you should not
put any time between the bearings.

The next example features a nocturnal landfall on Willemsen Island - you are
welcome to visit, but mind the rocks. The position fix is plotted by taking
 bearings at two light-vessels as their lights appear over the horizon . The
variation is -1° and the ship's compass heading is 190°. Since we use our
steering compass for our bearings, we can use the same deviation table.
That means a deviation of -4° with which we can calculate (cc + var + dev = tc)
the true courses.
uction

Compass
bearing on Will.
N is 72°
True course is
67°
Plot LOP with
ime & true
course

Compass
bearing on Will.
S is 173°
True course is
168°
Plot LOP with
ime & true
course

Draw an ellipse
where the
LOPs intersect
Notate time
and “Fix”
alongside
Position is 32°
04,2' N , 24°
46,7' E

Without a third LOP - forming the dreaded triangle - there is the false
suggestion of accuracy. Yet, instrument errors, erroneous identification of an
aid to navigation, sloppy plotting, etc. can and will cause navigation errors.
Therefore, if close to e.g. rocks, you should assume to be at the worst
possible position (i.e. closest to the navigational hazard).
The lines plotted in the chart are always true courses and these are
labeled with true courses by default; the “T” is optional. If labeled with the
corresponding magnetic course or compass course add an “M” or “C”,
respectively.

Estimated position
It is sometimes impossible to obtain more than one LOP at a time. To
determine the ship's position with one aid to navigation we can use a
 running fix. However if a running fix is not possible, we can determine an
estimated position.

An estimated position is based upon

whatever incomplete navigational information is available, such as a single
LOP, a series of depth measurements correlated to charted depths, or a
visual observation of the surroundings.
In the example on the right we see an estimated position constructed using a
single LOP and the ship's dead reckoning position (DR) . This is done by
drawing a line from the DR position at the time of the LOP perpendicular to
the LOP. An EP is denoted by a square instead of an ellipse.
Do not rely on an EP as much as a fix. The scale of reliability, from best to
worst:
Fix
Running fix
Estimated position
DR position

Dead reckoning
Dead reckoning is a technique to determine a ship's approximate position
by applying to the last established charted position a vector or series of
vectors representing true courses and speed. This means that if we have an
earlier fix, we plot from that position our course and “distance travelled since
then” and deduce our current position.

We start off with a Fix and plot a DR position

for 15 minutes later.

Our estimation about our speed and course

was correct, so we don't have to charge the
DR position.

and so on…

ed through water (not over ground)

urse through water (not over ground)
= True course (default)
M = Magnetic course for handheld compass (no
n correction)
= Compass course for steering compass (deviation
on)
th an arrow, a semi-circle (circular arc) and “DR”.

Dead reckoning is crucial since it provides an approximate position in the

future. Each time a fix or running fix is plotted, a vector representing the
ordered course and speed originate from it. The direction of this course line
represents the ship's course, and the length represents the distance one
would expect the ship to travel in a given time. This extrapolation is used as
a safety precaution: a predicted DR position that will place the ship in water
1 metre deep should raise an eyebrow…
In the example above the true courses are plotted in the chart, and to assist
the helmsman these course lines are labelled with the corresponding
compass courses.
Guidelines for dead reckoning:

Plot a new course line from each new fix or running fix (single LOP).
Never draw a new course line from an EP.
Plot a DR position every time course or speed changes.
Plot a corrected DR position if the predicted course line proofed wrong, and
continue from there.

Running fix
Under some circumstances, such as low visibility, only one line of position
can be obtained at a time. In this event, a line of position obtained at an
earlier time may be advanced to the time of the later LOP. These two LOPs
should not be parallel to each other; remember that the optimal angular
spread is 90°. The position obtained is termed a running fix because the ship
has “run” a certain distance during the time interval between the two LOPs.
We obtain a single

LOP on LANBY 1
and plot a
corresponding (same
time) dead reckoning
position. The
estimated position is
constructed by
drawing the shortest
ine between the DR
and the LOP:
perpendicular.

No LOPs at all. We
tack and plot a DR
position.

We obtain a LOP on
LANBY 2. To use the
first LOP we advance
t over a construction
ine between the two
corresponding DR
positions. We use
both its direction &
distance.

To use the LOP obtained at an earlier time, we must advance it to the time of
the second LOP. This is done by using the dead reckoning plot. First, we
measure the distance between the two DR positions and draw a
construction line, which is parallel to a line connecting the two DR
positions.
Note that if there are no intervening course changes between the two DR
positions, it's easiest just to use the course line itself as the construction line.
Now, using the parallel rulers we advance the first LOP along this
construction line over the distance we measured. Et voilá, the intersection is
our RFix.
If there is an intervening course change, it appears to make our problem
harder. Not so! The only DR positions that matter are the two corresponding
with the LOPs.
Guidelines for advancing a LOP:

The distance: equal to the distance between the two corresponding DR

positions.
The direction: equal to the direction between the two corresponding DR
positions.
Draw the advanced LOP with a dotted line and mark with both times.
Label the Running Fix with an ellipse and "RFix" without underlining.

Danger bearing
Like the dead reckoning positioning, the danger bearing is an important tool

to keep the ship out of harm's way. First, the

navigator identifies the limits of safe, navigable water and determines a
bearing to for instance a major light. This bearing is marked as “No More
Than” (NMT) or “No Less Than” (NLT), depending on which side is safe.
Hatching is included on the side that is hazardous, along with its compass
bearing.

In the example on the right a true course of 325° is plotted (5° variation ),
marked with the magnetic course of 320°, practical for a handheld compass
that requires no deviation correction.
Were we see that light at 350° magnetic - which is definitely “More Than” -
the rocks and wreck would be between us and the major light. A possible
cause could be a (tidal) stream from east to west.

When a distance is used instead of a direction, a danger range is plotted

much the same way as the danger bearing.

Turn bearing
The Turn bearing - like the danger bearing - is constructed in the chart in
advance. It should be used as a means of anticipation for sailing out of safe
waters (again like the danger bearing and dead reckoning). The turn bearing
is taken on an appropriate aid to navigation and is marked “TB”. As you pass
the object its bearing will slowly change. When it reaches the turn bearing
turn the vessel on her new course.
This type of bearing is also used for selecting an anchorage position or diving
position.

Snellius construction

Willebrord Snellius - a 16th century mathematician from Leiden, the

Netherlands - became famous for inventing the loxodrome and his method of
triangulation.
The Snellius construction was first used to obtain the length of the

meridian by measuring the distance between two Dutch cities . He took

angles from and to church towers of villages in between to reach his
objective. Nowadays we use the Snellius method to derive our position from
three bearings without the use of LOPs, and while leaving out deviation and
variation, which simplifies things. Also, since only relative angles are needed
a sextant can be used to measure navigation aids at greater distances.
Closer in a compass can be used.
The construction:

See figure 1: Compass bearings are 320° on A; 360° on B; 050° on object

C.
The angle between A and B = 40°.
The angle between B and C = 50°.
Draw lines from A to B and from B to C.
Add the two light-blue perpendicular bisectors of lines AB and BC.
Draw at object A a construction line 40° inland of line AB.
Draw at object C a second construction line 50° inland of line CB.
See figure 2: At object A: draw a line perpendicular to the construction line.
At object C: draw another line perpendicular to the construction line.
The two intersections with the light-blue lines indicate the centres of two
circles.
Finally, draw the first circle using A and B and the second circle using B and
C.
The off shore intersection of the two circle gives us our position fix.
The advantage: deviation and variation can be left out since the angles (here
40° and 50°) are relative ones. Moreover, a sextant can be used to obtain
angles between objects at greater distances, that with a compass would be
less precise.

International notation
International notation conventions for plotting in the chart

Fix LOP

Running Fix LOP advanced

Estimated Position Course & Speed

Dead Reckoning Set & Drift

Electronic Fix (GPS)

Electronic Fix (Radar)

Note, that a few countries use an alternative symbol

Plotting should be done with a soft pencil. Moreover, avoid drawing lines
through the chart symbols. This is to prevent damage to the chart when you
have to erase the construction.
Learn sailing and navigation via yacht charters with instruction in Greece.

Glossary
1. Line Of Position (LOP): The locus of points along which a ship's
position must lie. A minimum of two LOPs are necessary to establish a fix. It
is standard practice to use at least three LOPs when obtaining a fix, to guard
against the possibility of and, in some cases, remove ambiguity.
2. Transit fix: The method of lining up charted objects to obtain an LOP.
3. Leading lights or Range lights: A pair of lights or day marks
deliberately placed to mark a narrow channel.
4. Position fix: The intersection of various LOPs.
5. Cross bearing: The use of LOPs of several navigational aids to obtain
a position fix. Remember to use an optimal angular spread.
6. Running fix: The use of an advanced LOP. Make sure to use only the
corresponding DR positions. Also don't use the EP for advancing the first LOP.
7. Dead reckoning: Determining a position by plotting courses and
speeds from a known position. It is also used to predict when lights become
visible or to determine the set and rate of a current.
8. Estimated position: Combine a corresponding DR position with a
single LOP to get an EP position.
9. Snellius construction: Another way to combine three compass
bearings to obtain a position fix. The advantage over a cross bearing is that
both magnetic variation and deviation don't need to be taken into account.
10. Course: (C) The direction in which a vessel is steered or is intended to
be steered (direction through the water).
11. Speed: (S) The speed of the boat through the water.
12. Set: (SET) The direction in which the current is flowing (see chapters
6,7 and 8).
13. Drift: (DFT) The speed (in knots) of the current (see chapters 6,7 and
8).
14. Default heading is True course (M = magnetic , C = compass).
15. Default time is 24 hour clock ship time else UTC.

Piloting and
navigation

Skip over navigation

Doubled angle fix

The Doubled angle on the bow fix resembles a
running fix though only one navigation aid is used.

In the example on the right the initial angle (30°) α = 30° , β = 60°
on the bow is doubled (60°) yielding an isosceles δ = 120° , γ = 30°
Isosceles d1 = d2
triangle . The distance travelled between the
bearings is the same as the distance from the
visible wreck.

Start with the visible wreck having a bearing of less than 45° off the bow (α),
note the log distance.
Proceed along the course until the angle on the bow is doubled (β), read the
log: d1 is 10 nm.
Use the log distance to find the position on the second LOP. It is an isosceles
triangle, so d2 is also 10 nm.
Label it with an ellipse and "RFix" but realize it is less precise than a running
fix that involves two navigation aids.
Four point fix
If the first angle on the bow is 45°, a special situation
occurs: The Four point fix, so called since 45 degrees

equals 4 points on the compass (1 point = 11,25° ).

Start with a bearing with 45° on the bow (α), note the α = 45° , β = 90°
log. δ = 90° , γ = 45°
Proceed along the course till the angle on the bow is Isosceles d1 = d2
90° (β), read the log: d1 is 4 nm
Use the log distance to find the position on the second LOP. Isosceles, so d2
is also 4 nm.
Label it with an ellipse and "RFix".

Special angle fix

The Special angle fix requires the mariner to know some special pairs of
angles (a : b) that give the distance travelled
between bearings as equal to the distance

abeam .

In the example on the right α = 21° and β =

α = 21° , β = 32°
32° are used. Now, the log distance equals the
d1 = d2
shortest distance between wreck and course line
(6 nm).
A few practical pairs:

16 : 22 21 : 32
25 : 41 32 : 59
37 : 72 40 : 79

Remember: the greater the angular spread the better. Hence, of these three
fixes the four point fix is the most precise one.

Top of Form

Enter α (1-45°): β:
Bottom of Form
 Mathematics: isosceles triangle fixes

Distance of the
horizon
On a flat world there would be no
difference between the visible
and sensible horizon. However,
on Earth the visible horizon
appears several arc minutes
below the sensible horizon due
to two opposing effects:

the curvature of the earth's surface;

atmospheric refraction.
Atmospheric refraction bends light rays passing along the earth's surface
toward the earth. Therefore, the geometrical horizon appears elevated,
forming the visible horizon.
The distance of the visible horizon is a (semi-empirical) function of Eye
Height:

Mathematics: horizon distances

Dipping range
If an object is observed to be just rising above or just dipping below
the visible horizon, its distance can be readily calculated using a
simple formula. The object's elevation (the height of a light above chart

datum ) can be found in the chart or other nautical publication such as the
'List of Lights'. Note that in some charts elevation is referred to a different
datum than soundings . Click on the image on the right to view a
magnificent lighthouse.

The formula contains the two distances from the visible horizon and can be

simplified by the equation: 2.08 x (√Elevation + √Eye height) . Many

nautical publications contain a table called "distances of the horizon" which
can be used instead of the equation.

Use the dipping range to plot a Distance LOP in the chart: a circle equal
in radius to the measured distance, which is plotted about the navigation aid.
Finally, take a bearing on the object to get a second LOP and a position fix.
Top of Form

Enter Eye height (metres):

Enter Elevation (metres):

Distance is (nm):
Bottom of Form

Vertical sextant angle

Similarly, a distance LOP can be obtained by using a sextant to measure the

angle (arc) between for instance the light and chart datum of a lighthouse
or any other structure of known elevation. Once the angle is corrected for
index error the distance can be found in a table called: "Distances by
Vertical Sextant Angle", which is based on the following equation.
The angle in minutes total, thus 1° 12' = 72' total, and corrected for index
error.

Elevation in metres .
Water height in metres above or below chart datum of object.
Distance or Range in nautical miles.
Ascertain whether the base of the object is beyond the horizon
Corrected angle should be greater than 20'.
Though tables can be used for quick reference, this function is valid for

objects higher than usually tabulated . An example with a lighthouse of 80

metres:
Measured angle is 1° 19', index error is +6': angle = 73'.
Let's assume water height at 3 metres above Mean Level datum.
Range = 1.854*(80-3/73) = 1.96 nm.
The range can be used as a danger bearing.
Together with a compass bearing one object with known elevation results in
a position fix. If more than one vertical sextant angle is combined the
optimum angular spread should be maintained.
Top of Form

Enter Angle (minutes total ):

Enter Elevation (metres):

Distance is (nm):
Bottom of Form

Often, the correction for water height can be left out. Though, realizing that
the horizon is closer than one might think , another correction is sometimes
needed. In the Mediterranean Sea for example we can see mountain tops
with bases lying well beyond the horizon. Mutatis mutandis, the structures,
which they bear have bases beyond the horizon as well.

This is the equation for finding the distance of an object of known elevation
located beyond the horizon. In the denominator of this equation a
compensating factor is included by which the measured angle should be
reduced.
Top of Form

Enter Eye Height (metres):

Enter Angle (minutes total ):

Enter Elevation (metres):

Distance is (nm):
Bottom of Form

Mathematics: vertical sextant angles

Estimation of distance
The most obvious way to estimate distances is of course
by using the distance between our eyes. If we sight over
our thumb first with one eye then with the other, the
thumb moves across the background, perhaps first crossing a tower second
crossing a bridge.

The chart might tell that these structures are 300 m apart.
Use the ratio of: distance between eye and outstretched arm/distance
between pupils: usually 10 .
The objects are 3 kilometres away.
Other physical relationships are useful for quick reference. For example, one
finger width held at arm's length covers about 2° arc, measured horizontally
or vertically.
Two fingers cover 4°. Three fingers cover 6° and give rise to the three
finger rule:
"An object that is three fingers high is about 10 times as far away as it is
high."

Estimation with horizon

The image on the right shows us that it is possible to
estimate the height of any object that crosses the
horizon as seen from our own point of view.

This picture of the 'Pigeon Rocks' near Beirut harbour

was taken from a crow's nest at a height of 34 metres.
The distance of the visible horizon (12 nm) is far larger
than 34 metres . Therefore, we can - without any other information -
estimate that these rocks have a height of 34 metres as well.
Factum: All tops crossing the horizon and with bases at sea level are
on eye level .

Furthermore, if we see these rocks over a vertical angle of for example 7°

= 0.1225 rad., then the range is 34/0.1225 = 277 metres.
Finally, plot both range and bearing in the chart to construct an EP, et Voilà!

Fix by depth soundings

A series of depth soundings - in this example every 10 minutes - can greatly

improve your position fix:
1. correct your soundings for tide, etc. ;
2. copy the DR course line on a transparent sheet;
3. write the depths adjacent according to the times of the soundings;
4. move the sheet over the chart to find its best location.
Due to leeway, currents or other factors the two course lines need not be
parallel to or of same length as each other.
Yacht charters and learning how to sail in Greece with instruction.

Overview
1. Line Of Position (LOP): The locus of points along which a ship's
position must lie. A minimum of two LOP's are necessary to establish a fix. It
is standard practice to use at least three LOP's when obtaining a fix, to guard
against the possibility of and, in some cases, remove ambiguity.
2. Range or Distance LOP: Obtained by using a stadimeter, sextant or
radar. A circle equal in radius to the measured distance is plotted about the
navigation aid; the ship must be somewhere on this circle.
3. Running fix: A position determined by crossing lines of position
obtained at different times and advanced or retired to a common time.
4. Dead reckoning: Determining a position by plotting courses and
speeds from a known position. It is also used to predict when lights become
visible or to determine the set and drift of a current. DR positions are drawn
in advance to prevent sailing into danger. A DR position will be plotted:
1. every hour on the hour;
2. at the time of every course change or speed change;
3. for the time at which a (running) fix is obtained, also a new course
line will be plotted;
4. for the time at which a single LOP is obtained;
5. and never draw a new course line from an EP position!
5. Estimated position: The most probable position of a craft determined
from incomplete data or data of questionable accuracy. Such a position might
be determined by applying a correction to the dead reckoning position, as for
estimated current; by plotting a line of soundings; or by plotting a LOP of
questionable accuracy.
6. Double angle on the bow: A method of obtaining a running fix by
measuring the distance a vessel travels on a steady course while the relative
bearing (right or left) of a fixed object doubles. The distance from the object
at the time of the second bearing is equal to the run between bearings,
neglecting drift.
7. Four point fix: A special case of doubling the angle on the bow, in
which the first bearing is 45° right or left of the bow. Due to angular spread
this is the most precise isosceles fix.
8. Special angle fix: A construction using special pairs of relative angles
that give the distance travelled between bearings as equal to the navigation
aids' range abeam.
9. Distance from horizon: The distance measured along the line of
sight from a position above the surface of the earth to the visible horizon.
10. Sensible horizon: The circle of the celestial sphere formed by the
intersection of the celestial sphere and a plane through the eye of the
observer, and perpendicular to the zenith-nadir line.
11. Visible horizon: The line where Earth and sky appear to meet. If
there were no terrestrial refraction, visible and geometrical horizons would
coincide. Also called : apparent horizon.
12. Geometrical horizon: Originally, the celestial horizon; now more
commonly the intersection of the celestial sphere and an infinite number of
straight lines tangent to the earth's surface and radiating from the eye of the
observer.
13. Dipping range or Geographic range: The maximum distance at
which the curvature of the earth and terrestrial refraction permit an aid to
navigation to be seen from a particular height of eye (without regard to the
luminous intensity of the light).
14. Elevation: The height of the light above its chart datum in contrast to
the height of the structure itself.
15. Chart Datum: Officially: Chart Sounding Datum: An arbitrary
reference plane to which both heights of tides and water depths are
expressed on a chart. In the same chart heights can be related to other
datums than depths.
16. Vertical sextant angle: The method of using the subtended angle of
a vertical object to find its range.
17. Index error: In a marine sextant the index error is primarily due to
lack of parallelism of the index mirror and the horizon glass at zero reading.
A positive index error is subtracted and a negative index error is added.
18. Estimation with horizon: Estimation of heights using the horizon: All
tops crossing the horizon and with bases at sea level are on eye level.
19. Estimation with depth effect: .
20. Estimated position with soundings: .
Mathematics: isosceles triangle fixes
Mathematics: horizon distances
Mathematics: sextant angles

Tides
Skip over navigation

Tidal movements
The tide is the vertical rise and fall of the sea level surface caused primarily
by the change in gravitational attraction of the moon, and to a lesser extent
the sun.
As the earth spins on its axis the centrifugal force results in slightly deeper
water near the equator as opposed to shallower water at the poles. In fact it
causes a flow from the poles to the
equator.
The earth is also in orbit around the sun
(one revolution in one year) creating not
only another centrifugal force but also a
gravitational interaction. These two yield a
bulge on the night site (centrifugal) and a
bulge on the day site (gravitational) both
of them moving as the world turns.
Therefore, a certain place on this world will
experience two high and two low tides
each day.
With these forces alone, we would not
This animation shows how
have spring tides and neap tides . the tide changes during the
Spring tides have higher high tides and lunar cycle. When the sun,
lower low tides whereas neap tides have moon and earth are aligned
lower high tides and higher low tides.
: spring tide.
Hence, the range (difference in water level
When at right angles the
between high and low tide) is much larger forces are not aligned:
in a spring tide than in a low tide. neap tide.
The time between spring and
neap is approximately 7
These differences in range can be days.
explained if we include the moon into our
earth-sun system. The moon and the earth
orbit each other around a point (called the barycenter or baricenter) 2000

odd kilometres inside the earth, creating a centrifugal and a gravitational

bulge. Moreover, despite the sun's immensely larger mass, the moon exerts
a 2.25 times larger gravitational attraction, since the moon is much closer to
our earth.
It is the combined effect of the sun and moon that creates spring and neap
tides. In the animation the gravitational forces of both the sun and the moon
are taken into account. When aligned with the earth they combine their
attraction and otherwise
they counteract their
attraction. The sun is
located in the corner right
below, far outside this
picture (note the eclipse)
while the moon is revolving
round the earth. One full
circle corresponds to one
lunar cycle (about 28 days).

The figure below shows the ideal sinusoids of both spring and neap tides.
Vertically the water height is shown versus horizontally the time. Ideally, the
time between a low and a successive high is somewhat more than 6 hours.

The time difference between spring tide and neap tide is normally 7 days and
is in accordance with the phases of the moon. Yet, water has mass and
therefore momentum. Moreover, it is a viscous fluid that generates friction if
moved. Therefore, the actual spring tide lags a day or so behind a full moon
or new moon occurrence.

So, tidal movements are intrinsically periodical, resulting in a Tidal day of

24 hours and 50 minutes containing one tidal cycle, namely two highs and
two lows. This basic pattern may be distorted by the effects of landmasses,
constrained waterways, friction, the Coriolis effect, or other factors. Hence,
predictions are possible and we expect the the next day's high tide to come
about 50 minutes later.
However, a closer look at the orbit of the moon reveals that the moon is not
always in the equatorial plane, resulting in three types of tides:
Semi-diurnal tide: Featuring two highs and two
lows each day, with minimal variation in the height
of successive high or low waters. This type is more
likely to occur when the moon is over the equator.
Diurnal tide: Only a single high and a single low
during each tidal day; successive high and low
waters do not vary by a great deal. This tends to
occur in certain areas when the moon is at its
furthest from the equator.
Mixed tide: Characterized by wide variations in heights of successive high
and low waters, and by longer tidal cycles than those of the semi-diurnal
cycle. These tides also tend to occur as the moon moves furthest north or
south of the equator.

Chart Datums
The depths and heights in the chart need a plane of reference: the Chart
Datum (see interactive figure below). Depths are usually described with
respect to low water reference planes (yielding lower charted depths, which
are safer) and heights are shown with respect to high water reference planes
(again, yielding lower vertical clearances on the chart, which are safer). As
such, the chance that the observed depth or vertical clearance beneath a
bridge is smaller than the charted depth or height is rather small.

In this example the This example shows In this example the

Charted Depths are the various spring and light elevation is
related to LAT. neap tides around reduced to high water.
The Observed Depth or mean water level. Note Also a clearance under
Drying Height is a that spring low water is a bridge is charted in
combination of Tidal the lowest. Both that way. The 'height'
Height & Charted ranges are indicated. refers to the building
Depth. itself. On land yet
another CD can be in
use.

Some Chart Datums and their abbreviations:

1. MHWS : Mean High Water Spring
2. HW : High Water
3. MHWN : Mean High Water Neap
4. ML : Mean Level
5. MLWN : Mean Low Water Neap
6. MLWS : Mean Low Water Spring
7. LAT : Low Astronomical Tide
Overview
1. Tide: The vertical rise and fall of the surface of a body of water caused
primarily by the differences in gravitational attraction of the moon, and to a
lesser extent the sun, upon different parts of the earth when the positions of
the moon and sun change with respect to the earth.
2. Spring Tide: The tidal effect of the sun and the moon acting in
concert twice a month, when the sun, earth and moon are all in a straight
line (full moon or new moon). The range of tide is larger than average.
3. Neap Tide: This opposite effect occurs when the moon is at right
angles to the earth-sun line (first or last quarter). The range of tide is
smaller than average.
4. Range: The vertical difference between the high and low tide water
levels during one tidal cycle.
5. Tidal Day: 24 hours and 50 minutes. The moon orbits the earth every
month, and the earth rotates (in the same direction as the moon's orbit) on
its axis once every 24 hours.
6. Tidal Cycle: One high tide plus a successive low tide.
7. Semi-diurnal Tide: The most common tidal pattern, featuring two
highs and two lows each day, with minimal variation in the height of
successive high or low waters.
8. Diurnal Tide: Only a single high and a single low during each tidal
day; successive high and low waters do not vary by a great deal. Such tides
occur, for example, in the Gulf of Mexico, Java Sea and in the Tonkin Gulf.
9. Mixed Tide: Characterized by wide variation in heights of successive
high and low waters, and by longer tide cycles than those of the semidiurnal
cycle. Such tides occur, for example, in the U.S. Pacific coast and many
Pacific islands.
10. Chart Datum or Tidal reference planes: These fictitious planes are
used as the sounding datum for the tidal heights.
11. Drying Height: Clearance in meters (or feet in old charts) above the
chart datum.
12. Charted Depth: Clearance in meters (or feet in old charts) below the
chart datum.
13. Observed Depth: Height of tide + charted depth: the actual depth in
meters.
14. Height of light: The height of light above the bottom of its structure.
15. Elevation: The height of the light above the chart datum.
16. Rule of Twelve: Assuming a tidal curve to be a perfect sinusoid with
a period of 12 hours. The height changes over the full range in the six hours
between HW and LW with the following fractions during each respective
hour: 1/12 2/12 3/12 3/12 2/12 1/12.
17. Rule of Seven: The change from spring range to neap range can be
assumed linear, each day the range changes with 1/7th of difference
between the spring and neap ranges. Hence, the daily change in range =
(spring range - neap range)/7.

Tides & tidal

prediction

1 - Information from the chart

Most often the chart presents succinct Heights above LAT

tide tables for certain positions. These
Position Mean HW Mean LW
positions are marked with the “square”.
The table below shows us an example for Spring Neap Spring Neap
two different positions. The first refers to
Cowes 1,7 m 1,5 m 0,2 m 0,4 m
Cowes (UK), the second to a position
south of Cowes.
5,2 m 4,3 m 0,4 m 1,2 m
 This data only provides us with average high and low waters heights.
Moreover, it is merely valid at spring or neap tides. To use it we need to first
find out how many hours we are from high water. Secondly, we need to
know if it is spring or neap or sometime in between at that particular
moment. We shall use this table to solve two types of problems. Finding
height of tide at a particular location at a particular time:
To get over a shoal.
To pass under a bridge.
Almanacs and many other nautical publications contain predictions of the

times of high and low tides at many major standard ports . Also listed are

differences in times of tides from these ports for additional secondary ports
. To work with this succinct data we need two extra tools:
To interpolate between high and low water
heights we use the Rule of Twelve. We
assume the tidal curve to be a perfect
sinusoid with a period of 12 hours. The
height changes over the full range in the six
hours between HW and LW.
○ During first hour after heigh water (HW) the
water drops 1/12th of the full range.
○ During the second hour an additional 2/12th.
○ During the third hour an additional 3/12th.
○ During the fourth hour an additional 3/12th.
○ During the fifth hour an additional 2/12th.
○ During the sixth hour an additional 1/12th.
Hence, two hours after the HW the water has fallen 3/12 of the full range.
To interpolate between spring and neap tides we use the Rule of Seven.
Since the change from spring range to neap range can be assumed linear
(instead of sinusoid), each day the range changes with 1/7th of difference
between the spring and neap ranges.
Hence, the daily change in range is (spring range - neap range)/7.
Shoal problem:
Our shoal near Cowes has a charted depth of 1 meter and we would like to
cross it at about 15:00 hours with our yacht (draft 1,5 m).
From any nautical almanac we find that HW occurs at 03:18 15:53 and LW
occurs at 09:45 22:03 at a standard port nearby. We also find that at our
location HW occurs one hour later and that spring tide is due in two days.
Hence, we have a HW around 17:00.
Via the rule of seven we find out that today the range is:
spring range - 2 x ( (spring range - neap range)/7 )
<=> 4,8 - 2 x ( ( 4,8 - 3,1)/7 ) <=> 4,8 - 2 x 0,25 = 4,3 m.
We also need today's HW height:
which is Spring HW - 2 days x ( (5,2 -4,3)/7 ) = 5,0 m .

Via the rule of twelve we find out that at two hours before high water the
height is:
5,0 - 3/12 x 4,3 = height at 15:00 hours = 3,9 m.
So, after three interpolations we derive the water height at 1500 hours.
Considering the charted depth leads to an observed depth of 4,9 meters,
enough for our draft of 1,5 meters.
Bridge problem:
An overhanging rock, power lines or bridges have their clearances charted
with respect to another chart datum than LAT. Normally, 'high water' or
'MHW spring' are used as reference planes.
An example:
Above our shoal hangs the 'Cowes bridge'. At 15:00 hours we would like to
pass this bridge, which has a charted height of 20 meters to HW. Our mast is
23 meters high. In the example above we found that the water height was
1,1 meters below HW level at that time. Obviously, we will have to wait!
So, at what time will we be able to pass under this bridge?
The water height must be 3 meters lower than HW level (5,0 m). That is
almost 9/12 of the range (4,3 m) indicating four hours after HW .
Conclusion, we will have to wait at least six hours in total.

2 - Information from tide tables

Instead of mere averages, a
tide table provides us each
day with the times of high
and low water for a particular
place. Basically, it is same
table like the one we found in
the chart, but is extended for
every day in a year. By using
this method we get more accurate water heights since it involves less
interpolation. The example shows us a part of a very detailed tide table,
which even includes heights for every hour.

3 - Information from tidal curves

In most tables the tides can also be characterized by a tidal curve. This
method substitutes the rule of twelve providing more accurate heights. The
left side contains the water height information with the lowest heights to the
left where also the chart datum is indicated. The low water height will be
marked at the bottom and the high water height will be marked at the top.
The area under the curve will be marked with the time information.
To find the water height at a specific time we need to know first how many
hours before or after the HW this is. Then

Often this is done when the curve is not sinusoid and the rule of twelve is
rendered useless.

Overview
1. Tide: The vertical rise and fall of the surface of a body of water caused
primarily by the differences in gravitational attraction of the moon, and to a
lesser extent the sun, upon different parts of the earth when the positions of
the moon and sun change with respect to the earth.
2. Spring Tide: The tidal effect of the sun and the moon acting in
concert twice a month, when the sun, earth and moon are all in a straight
line (full moon or new moon). The range of tide is larger than average.
3. Neap Tide: This opposite effect occurs when the moon is at right
angles to the earth-sun line (first or last quarter). The range of tide is
smaller than average.
4. Range: The vertical difference between the high and low tide water
levels during one tidal cycle.
5. Tidal Day: 24 hours and 50 minutes. The moon orbits the earth once
earth month, and the earth rotates (in the same direction as the moon's
orbit) on its axis once every 24 hours.
6. Tidal Cycle: A successive high and low tide.
7. Semi-diurnal Tide: The most common tidal pattern, featuring two
highs and two lows each day, with minimal variation in the height of
successive high or low waters.
8. Diurnal Tide: Only a single high and a single low during each tidal
day; successive high and low waters do not vary by a great deal. Gulf of
Mexico, Java Sea and in the Tonkin Gulf.
9. Mixed Tide: Characterized by wide variation in heights of successive
high and low waters, and by longer tide cycles than those of the semidiurnal
cycle. U.S. Pacific coast and many Pacific islands.
10. Chart Datum or Tidal reference planes: These fictitious planes are
used as the sounding datum for the tidal heights.
11. Drying Height: Clearance in meters (or feet in old charts) above the
chart datum.
12. Charted Depth: Clearance in meters (or feet in old charts) below the
chart datum.
13. Observed Depth: Height of tide + charted depth: the actual depth in
meters.
14. Height of light: The height of light above the bottom of its structure.
15. Elevation: The height of the light above the chart datum.
16. Rule of Twelve: Assuming a tidal curve to be a perfect sinusoid with
a period of 12 hours. The height changes over the full range in the six hours
between HW and LW with the following fractions during each respective
hour: 1/12 2/12 3/12 3/12 2/12 1/12.
17. Rule of Seven: The change from spring range to neap range can be
assumed linear, each day the range changes with 1/7th of difference
between the spring and neap ranges. Hence, the daily change in range =
(spring range - neap range)/7.
 Currents &

navigation

Skip over navigation

Currents
Currents reflect the horizontal movement of water whereas tides reflect
vertical movements. These currents influence the ship's position and are
therefore important to understand.
The horizontal movement is primarily caused by the gravitational pull of
celestial bodies. But also other factors are in play:

differences in water temperatures caused by heating and cooling due to the

earth's atmosphere;
differences in salinity caused by rain, evaporation and estuaries;
wind induced friction;
the Coriolis force which is a consequence of the earth's rotation.
Prominent features in the map of the major oceanic surface currents
include the subtropical gyres centered on 30 degrees latitude in each of the
major ocean basins. The earth's rotation (origin of the Coriolis force) and the
change in wind direction with latitude (from the east in the tropics and from
the west at mid-latitudes) cause the circulation of the gyres to be clockwise
in the Northern Hemisphere and counterclockwise in the Southern
Hemisphere. The well-known Gulf Stream in the Atlantic and its counterpart

in the Pacific, the Kuroshio Current, are strong currents that carry heat
northward from the tropics. The deep oceanic currents (not shown) are
caused primarily by water density differences and in general return the (now
colder) water back towards the tropics.

Click chart to see the whole world!

To predict the behavior of major ocean currents several references are
available. The Sailing Directions Planning Guides contain some
information on normal locations and strengths of ocean currents.
Nevertheless, the Pilot Charts are by far the best reference for predicting
the direction and speed of these currents. On these charts, arrows indicate
the direction of the prevailing current; a number printed above the arrow
indicates the average speed. Since this information is based upon historical
averages, it won't predict the actual ocean current encountered with 100%
accuracy.
Ocean surface currents need not be considered in coastal areas. Usually,
when close to the continental shelf, the horizontal movement of water is
defined by two terms:
1. tidal stream or tidal current: gravitational
2. current: grafitational, rivers, wind

In order to predict tidal stream one needs to use tide tables in conjunction
with a tidal atlas, or a chart diamond.
Tidal streams are described by drift/rate and set, in which drift/rate is the
speed and set is the direction of the current.

Tidal Atlases
Tidal stream atlases show the tidal currents for each hour of the
tidal cycle. They comprise a total of 13 tidal charts ranging from

6 hr before HW till 6 hr after HW . So, these charts are relative

to the time of HW and to use them we must know the absolute time of HW.
Though several layouts can be used, usually the direction of the tidal stream
is shown by arrows, which are heavier where the tidal streams are stronger.
Figures against the arrows give the mean neap and spring drift or rate in
tenths of knots.

For example, indicates a mean neap drift of 2.1 knots and a mean
spring drift of 4.6 knots.

rotterdam

Chart Diamonds

Course to Steer
The Course to Steer process, where you know your present position and
required Ground Track.
You want to find the Course to Steer to allow for the tide, and stay on the
Ground Track.
 Lights and buoys

Aids to navigation
Aids to navigation are special structures like lighthouses, lightships,
beacons, buoys, etc that are used to enhance safety by providing more
opportunities to obtain LOPs.

These lights and marks are prescribed across the world by the International
Association of Lighthouse Authorities (IALA). In 1977 this IALA endorsed two
maritime buoyage systems putting an end to the 30 odd systems existing at
that time. Region A - IALA A covers all of Europe and most of the rest of the
world, whereas region B - IALA B covers only the Americas, Japan, the
Philippines and Korea. Fortunately, the differences between these two
systems are few. The most striking difference is the direction of buoyage.
All marks within the IALA system are distinguished by:
Shape
Colour
Topmark
Light

Light identification
During daytime, the identification of aids to navigation is accomplished by
observing: location, shape, colour scheme, auxiliary features (sound
signals, RACON , RC , etc) or markings (name, number, etc).
During the night, we use the features of the aid to navigation's light to both
identify it and ascertain its purpose. There are three features to describe the
light:
Colour: Either white, red, green or yellow. If no colour is stated in the chart,
default is white.
Period: The time in seconds needed for one complete cycle of changes.

The arrow indicates the 10 second period of this

flashing light “Fl(3) 10s”.
Phase characteristic: The particular pattern of changes within one
complete cycle (hence, within one period). Below are the most common
types:
Fixed F
This light shines with an unblinking and steady
intensity and is always on. In this example a yellow fixed light is
shown.
Flashing Fl:
The duration of the light is always less than the
duration of the darkness. The frequency does not exceed 30 times per
minute.
Quick Flashing Q:
Again, the duration of quick flash is less than
the darkness. The frequency is at least 60 times per minute.
Very Quick Flashing VQ:
Also here, the duration of very quick flash is less
than the darkness. The frequency is at least 100 times per minute.
Interrupted Quick Flashing IQ:
Like Quick Flashing with one moment of
darkness in one period.
Isophase Iso:
This Light has equal duration between light and
darkness. A period consists of both a light and a dark interval. Also
called Equal Interval (E Int).
Group Flashing Gp Fl(x+x):
This is actually a combination of two patterns in
one period. In this example the first 2 flashes followed by the pattern
of 3 flashes result in: Gp Fl(2+3).
Occulting Occ:
Occulting is the opposite of flashing, the light is
more on then off.
Alternating AL:
An alternating light changes colour. This special
purpose light is typically used for special applications requiring the
exercise of great caution. In this example ALT.WG is shown,
alternating between green and white.
Morse U Mo (U):
This light shows two flashes and a longflash,
which is equivalent to the letter “U” in Morse code.
Long-Flashing LFl:
This light has one long flash in a period. A long
flash is at least 2 seconds long.
Let's look at some examples using colour, period and phase characteristics.
The arrows mark the periods:

Fl (4) 8s

Oc (2+3) 10s

Iso G 4s
All lighted aids to navigation are either major or minor lights, where major
lights are used for key navigational points along sea-coasts, channels and
harbour and river entrances. These lights are normally placed in lightships,
lighthouses and other permanently installed structures, providing both high
intensity and high reliability of the lights. Major lights are then subdivided in
primary lights (very strong, long range lights used for the purpose of
making landfalls or coastal passages) and secondary lights (shorter range
lights found for example at harbour and river entrances). Important details
of (especially) primary lights can be found in a reference called the Light
List where information (about pedestals etc.) can be found which is not
included in the chart.
Minor lights on the other hand are likely to be found within harbours, along
channels and rivers. These have a low to moderate intensity and sometimes
mark isolated dangers.

Six types of navigation buoys:

Lateral
Cardinal
Isolated danger
Safe water
New wreck
Special

Lateral buoys and marks

The location of lateral buoys defines the borders of channels and indicates
the direction. Under IALA A red buoys mark the port side of the channel
when returning from sea, whereas under IALA B green buoys mark the port
side of the channel when sailing towards land. Red buoys have even numbers
and red lights; green buoys have odd numbers and green lights. Lateral
lights can have any calm phase characteristic except FL (2+1).
 Generally, when two channels meet, one will be designated the
preferred channel (i.e. most important channel). The buoy depicted on the
right indicates the preferred channel to starboard under IALA A. The light
phase characteristic is R FL (2+1):

The buoy depicted on the left indicates the preferred channel to

port under IALA A. These buoys are marked with the names and numbers
of both channels. The light phase characteristic is G FL (2+1):

For an example of lateral buoys used to mark a (preferred) channel, see

direction of buoyage below.

Cardinal buoys
The four cardinal buoys indicate the safe side of a danger with an
approximate bearing. For example, the West cardinal buoy has safe water on
its West and the danger on its East side. Notice the “clockwise” resemblance
of the light phase characteristics. The top marks consist of two black
triangles placed in accordance with the black/yellow scheme of the buoy.
When a new obstacle (not yet shown on charts) needs to be marked, two
cardinal buoys - for instance a South buoy and an East buoy - will be used to
indicate this “uncharted” danger. The cardinal system is identical in both the
IALA A and IALA B buoyage systems.
Marks indicating isolated dangers

This type of buoy indicates the position of an isolated

danger, contrary to cardinal buoys which indicate a direction away from the
danger. Body: black with red horizontal band(s); Topmark: 2 black spheres.
The light (when present) consists of a white flash: Fl(2).
Marks indicating safe water

Notice that whereas most horizontal

striping spells “danger”, this safe water buoy is vertically striped. These
marks are for example seaward of all other buoys (lateral and cardinal) and
can be used to make landfall. Body: red and white vertical stripes; Topmark
(if any): single red sphere. Lights are typically calm and white: Morse A, Iso,
Occ or LFl 10s.

Marks for new wrecks

After the sinking of the “Tricolor” in the Pas de Calais (Dover Straits) in
2002, several other vessels hit the wreck despite standard radio warnings,
three guard ships and a lighted buoy. This incident spawned a new type of
buoy, the emergency wreck marking buoy, which is placed as close as
possible to a new dangerous wreck.

The emergency wreck marking buoy will remain in position until: a) the
wreck is well known and has been promulgated in nautical publications; b)
the wreck has been fully surveyed and exact details such as position and
least depth above the wreck are known; and c) a permanent form of marking
of the wreck has been carried out.

The buoy has the following characteristics:

A pillar or spar buoy, with size dependant on location.

Coloured in equal number and dimensions of blue and yellow vertical stripes
(minimum of 4 stripes and maximum of 8 stripes).
Fitted with an alternating blue and yellow flashing light with a nominal range
of 4 nautical miles where the blue and yellow 1 second flashes are alternated
with an interval of 0.5 seconds.

B1.0s + 0.5s + Y1.0s + 0.5s = 3.0s

If multiple buoys are deployed then the lights will be synchronized.
A racon Morse Code “D” and/or AIS transponder can be used.

The top mark, if fitted, is a standing/upright yellow cross .

It is important to realize - especially for the colour-blind - that this new buoy
breaches the useful and crucial convention: vertical stripes equal safety,
horizontal stripes equal danger.

Special buoys and marks

I have saved these buoys for last since they lack an actual navigational goal.
Most of the time these yellow buoys indicate pipelines or areas used for
special purposes.
I have drawn the five official IALA shapes, from left to right: conical, spar,
cylindrical, pillar and spherical.

Chart symbols
The seafaring nations of the world - members of the International
Hydrographic Organization - agreed in 1982 on an universal set of chart
symbols, abbreviations, colours, etc to be used in the nautical chart, in order
to obtain uniformity.

On regular charts a white, red, yellow or green lights will be indicated by ,

and on GPS displays and modern multi-coloured charts in specific colours:

, with the yellow coloured lobe indicating a white light.

The precise position of a chart symbol is its center, or is indicated with a line
and circle , the “position circle”.
Two distinct types of sea mark are drawn differently in the chart:
beacons - fixed to the seabed; drawn upright;
buoys - consisting of a floating object that is usually anchored to a specific
location on the sea floor; drawn at an oblique angle and with oblique
numbering, descriptions of colours and light characteristics.
Major floating light (light-vessel, major light-
float, LANBY)

Light-vessel

Major light; minor light

Green or black buoys (symbols filled black): G =

Green ; B = Black

Green or black beacon (symbol filled black). Note

the upright G, instead of an oblique G

Single coloured buoys other than green and

black: Y = Yellow ; R = Red
Coloured beacon other than green and black, the
symbol is again filled black so only the shape of
the topmark is of navigational significance.

Multiple colours in horizontal bands, the colour

sequence is from top to bottom

Multiple colours in vertical or diagonal stripes,

the darker colour is given first. W = White

Spar buoy (here a safe water mark)

Lighted marks on multi-coloured charts, GPS

displays and chart plotters.

Lighted red beacon on standard charts.

Red beacon and green buoy with topmark,

colour, radar reflector and designation. Red
buoys and marks are given even numbers, green
buoys and marks are given odd numbers.
Wave-actuated bell buoy to the left, and to the
right a Light buoy, with a horn giving a single
blast every 15 seconds, in conjunction with a
wave-actuated whistle. Other sounds include
“Gong”, “Siren”, “Diaphone” (Dia).
 The fog signal symbol may be omitted when a
description of the signal is given.
Leading beacons - Leading line (firm line is the
track to be followed)
Leading lights (≠ : any two objects in line
under each other). Bearing given in degrees and
minutes. The lights are synchronized. The red
light has a shorter nominal range (the distance
from which the light can be seen): 10 nautical
miles.

All-round light with obscured sector

Sector light on multi-coloured charts.

The elevation is 21 metres (height of the light
structure above chart datum).
The nominal range of the white light is 18
nautical miles. The range of the green and red
light is 12 nautical miles.

Main light visible all-round with red subsidiary

light seen over danger. The fixed red light has an
elevation of 55 metres and a nominal range of
12 nautical miles. The flashing light is white, with
three flashes in a period of 10 seconds. The
elevation is higher than the red light: 62 metres
and the range of the white light is 25 nautical
miles.

Symbol showing direction of buoyage (where not

obvious)

Symbol showing direction of buoyage (where not

obvious), on multi-coloured charts (red and
green circles coloured as appropriate), here IALA
A
Full example of a light description in the chart:

Fl(3)WRG.15s21m15-11M
Class of light: group flashing repeating a group of three flashes;
Colours: white, red, green, exhibiting the different colours in defined
 sectors;
Period: the time taken to exhibit one full sequence of 3 flashes and eclipses:
15 seconds;
Elevation of light : 21 metres;
Nominal range(s): white 15 M, green 11 M, red between 15 and 11 M,
where “M” stands for nautical miles.

Lateral Marks - direction of buoyage

Lateral marks are generally for well-defined channels and there are two
international Buoyage Regions - A and B - where these Lateral marks differ.
Where in force, the IALA System applies to all fixed and floating marks
except landfall lights, leading lights and marks, sectored lights and major
floating lights.

The standard buoy shapes are cylindrical (can) , conical , spherical ,

pillar and spar , but variations may occur, for example: minor light-floats
. In the illustrations below, only the standard buoy shapes are used.

In the case of fixed beacons - lit or unlit - only the shape of the topmark
is of navigational significance.

on

nd
lia

a
esi

y
e
on

cas
pine

Visibility of lights

It is important to know at what distance we may (begin to) see a certain

light, and when we can expect to lose sight of it, especially when making
landfall. Several practical ranges are used to the describe the visibility of
lights in navigation:

The meteorological range is based on the current atmospheric conditions.

The table below shows that the atmosphere immensely influences the
visibility of light travelling through it.
Meteorological Optical Range Table

Code No. Weather Distance (m) Code No. Weather Distance (nm)

0 Dense fog Less than 50 5 Haze 1.0 - 2.0

1 Thick fog 50 - 200 6 Light haze 2.0 - 5.5

2 Moderate 200 - 500 7 Clear 5.5 - 11.0

3 Light fog 500 - 1000 8 Very clear 11.0 - 27.0

4 Thin fog 1000 - 2000 9 Exceptionally clear Over 27.0

The geographic range is based on the elevation of the light. A higher light
means that its horizon is farther away, see distance of horizon.
Moreover, if the observer's height of eye is higher than sea level the light can
been seen beyond its geographic range, the dipping range. However, on
sailing yachts this potential is limited.

The nominal range of a light is based on its candlepower, and is typically

the range mentioned in the chart. The nominal range is the maximum
distance at which a light can be seen in weather conditions where visibility is
10 nm.
So, a minor light - perched on a 70m high cliff - with a geographic range of

20 nm will not be detectable by the human eye at a distance of 6 nm

1. if the nominal range is just 5 nm.
2. if the meteorological range is just 5 nm due to a light haze.
Because of the limiting factor of the geographic range, most major lights will
never be seen from a sailing yacht 20 nm away. Yet, it is sometimes possible
to take a bearing on the loom of the light: its reflection against the clouds.
Different coloured lights with equal candlepower have different ranges. White
light is the most visible followed by yellow, green and then red. Therefore, at
extreme ranges an “AL WG” can resemble a “Fl W”.
The range of a lit buoy is never indicated - with the exception of a LANBY -
but on a clear night the maximum range is 3 nm, yet often considerably less.
There are 2 visual clues to determine your distance from a buoy: at about
0.5 nm, the light will rise up from the horizon, and at about 200m, the light
will reflect in the surface.

Buoy at Buoy at Buoy at

less less less
than 3 than than
nm 0.5 nm 200m

Glossary
1. Navigation aid: An onboard instrument, device, chart, method, etc.,
intended to assist in the navigation.
2. Aid to navigation: A device or structure external to the ship,
designed to assist in determination of position, to define a safe course, or to
warn of dangers or obstructions.
3. Mark, seamark, navigation mark: An artificial or natural object of
easily recognizable shape or colour, or both, situated in such a position that
it may be identified on a chart. A fixed artificial navigation mark is often
called a Beacon.
4. Light characteristics: The sequence and length of light and dark
periods and the colour or colours by which a navigational light is identified.
5. Topmark: One of more objects of characteristic shape placed on top
of a buoy or beacon to aid in its identification.
6. Lateral Mark: An aid to navigation intended to mark the sides of a
channel or waterway.
7. Cardinal Marks: An IALA aid to navigation intended to show the
location of a danger to navigation based on its position relative to the danger
using the “cardinal point”: north, east, south, west.
8. Isolated danger Marks: An IALA aid to navigation marking a danger
with clear water all around it; it has a double ball topmark and is black with
at least one red band. If lighted its characteristic is Fl(2).
9. Sector light: A light having sectors of different colours or the same
colour in specific sectors separated by dark sectors.
10. Light sector: As defined by bearings from seaward, the sector in
which a navigational light is visible or in which it has a distinctive colour
difference from that of adjoining sectors, or in which it is obscured.
11. Lighthouse: A distinctive structure exhibiting a major navigation light.
12. Light List: A publication giving detailed information regarding lighted
navigational aids and fog signals.
13. Landfall: The first sighting (even by radar) of land when approached
from seaward.
14. Range: Two or more objects in line. Such objects are said to be in
range. An observer having them in range is said to be on the range. Two
beacons are frequently located for the specific purpose of forming a range to
indicate a safe route or the centerline of a channel.
15. Leading line: On a nautical chart, a straight line, drawn through
leading marks. A ship moving along such line will clear certain dangers or
remain in the best channel.
16. Range lights, leading lights: Two or more lights at different
elevations so situated to form a range (leading line) when brought into
transit. The one nearest to the observer is the from light and the one farthest
from the observer is the rear light. The front light is at a lower elevation than
the rear light.
17. Lights in line: Two or more lights so situated that when observed in
transit they define a position: the limit of an area, an alignment used for
anchoring, etc. Not to be confused with range lights, which mark a direction
to be followed.
18. Light-float : A buoy having a boat-shaped body. Light-floats are
nearly always unmanned and are used instead of smaller lighted buoys in
waters where strong currents are experienced.
19. Primary (sea-coast) light: A light established for purpose of making
landfall or coastwise past from headland to headland.
20. Secondary light: A major light, other than a primary (sea-coast)
light, established at harbour entrances and other locations where high
intensity and reliability are required.
21. Major light: A light of high intensity and reliability exhibited from a
fixed structure (lighthouse) or on marine site (except range lights). Major
lights include primary sea-coast and secondary lights.
22. Minor light: An automatic unmanned light on a fixed structure usually
showing low to moderate intensity. Minor lights are established in harbours,
along channels, along rivers, and in isolated dangers.
23. Visual range: The extreme distance at which an object of light can be
seen.
24. Geographic range: The extreme distance limited by the curvature of
the earth and both the heights of the object and the observer.
25. Bobbing a light: Quickly lowering the height of eye and raising it
again when a navigational light is first sighted to determine if the observer is
at the geographic range of the light.
26. Luminous range: The extreme distance limited only by the intensity
of the light, clearness of the atmosphere and the sensitiveness of the
observer's eye.
27. Luminous range diagram: A diagram used to convert the nominal
range of a light to its luminous range under existing conditions.
28. Charted or Nominal Range: The nominal range is indicated in the
chart next to the light or can be found in the Light List. This is the maximum
distance at which a light may be seen at night based upon intensity and 10
nautical miles of visibility.
29. Meteorological Range: The nominal range is indicated in the chart
next to the light or can be found in the Light List. This is the maximum
distance at which a light may be seen at night based upon intensity and 10
nautical miles of visibility.
 Lights and shapes

Skip over navigation

Definitions

Masthead light
A white light placed over the fore and aft centreline of the vessel showing an
unbroken light over an arc of the horizon of 225° and so fixed as to show the
light from right ahead to 22.5° abaft the beam on either side of the vessel.
Sidelight
means a green light on the starboard side and a red light on the port side
each showing an unbroken light over an arc of the horizon of 112.5° and so
fixed as to show the light from right ahead to 22.5° abaft the beam on its
respective side. In a vessel of less than 20 metres in length the sidelights
may be combined in one lantern carried on the fore and aft centreline of the
vessel.
Sternlight
means a white light placed as nearly as practicable at the stern showing an
unbroken light over an arc of the horizon of 135° and so fixed as to show the
light 67.5° from right aft on each side of the vessel.
Towing light
means a yellow light having the same characteristics as the sternlight.
All-round light
means a light showing an unbroken light over an arc of the horizon of 360°.
Flashing light
means a light flashing at regular intervals at a frequency of 120 flashes or
more per minute.
Legend

White light

Yellow light

Green light

Red light

Yellow flashing light

Optional white light

Power-driven vessel underway

A power-driven vessel underway shall exhibit:

a masthead light forward;

a second masthead light abaft of and higher than the forward one; except
that a vessel of less than 50 metres in length shall not be obliged to exhibit
such light but may do so;
sidelights;
a sternlight.
Power driven vessel underway, longer than 50 m
 Abeam, port side Ahead Astern
Power driven vessel underway, shorter than 50 m

Abeam, port side Ahead Astern

Sailing vessels underway and vessels under

oars
A sailing vessel underway shall exhibit:

sidelights;
a sternlight.
In a sailing vessel of less than 20 metres in length the lights may be
combined in one lantern carried at or near the top of the mast where it can
best be seen.
A sailing vessel underway may, in addition to the lights, exhibit at or near
the top of the mast, where they can best be seen, two all-round lights in a
vertical line, the upper being red and the lower green, but these lights shall
not be exhibited in conjunction with the combined lantern.
A sailing vessel of less than 7 metres in length shall, if practicable, exhibit
the lights prescribed above, but if she does not, she shall have ready at hand
an electric torch or lighted lantern showing a white light which shall be
exhibited in sufficient time to prevent collision.
A vessel under oars may exhibit the lights prescribed in this Rule for sailing
vessels, but if she does not, she shall have ready at hand an electric torch or
lighted lantern showing a white light which shall be exhibited in sufficient
time to prevent collision.

Sailing vessel 1

Abeam, port side Ahead Astern

Sailing vessel 2

Abeam, port side Ahead Astern

Sailing vessel 3
Abeam, port side Ahead Astern
Sailing vessel 4

Abeam, port side Ahead Astern

Sailing and Motoring

A vessel proceeding under sail which has her engine running shall exhibit
forward where it can best be seen a conical shape, apex downwards.
She shall exibit lights according to a power-driven vessel.

Sailing and motoring

 Day sign

Abeam, port side Ahead Astern

Anchoring
Anchored vessel, longer than 50 m

Day sign (1 black sphere)

Abeam, port side Ahead Astern

Anchored vessel, shorter than 50 m
 Day sign (1 black sphere)

Abeam, port side Ahead Astern

Anchored sailing boat

Day sign (1 black sphere)

Abeam, port side Ahead Astern

Towing
A power-driven vessel when towing shall exhibit:

two masthead lights in a vertical line. When the length of the tow, measuring
from the stern of the towing vessel to the after end of the tow exceeds 200
metres, three such lights in a vertical line;
sidelights;
a sternlight;
a towing light in a vertical line above the sternlight;
when the length of the tow exceeds 200 metres, a diamond shape where it
can best be seen.
Tugboat longer than 50 m - tow longer than 200 m
 Abeam, port side

Ahead, Day sign Ahead Astern

(diamond shapes)
Tugboat shorter than 50 m - tow longer than 200 m

Abeam, port side

Ahead, Day sign Ahead Astern

(diamond shapes)
Tugboat longer than 50 m - tow shorter than 200 m
 Abeam,
port side

Ahead, Day sign Ahead Astern

(no shapes)
Tugboat shorter than 50 m - tow shorter than 200 m

Abeam,
port side

Ahead, Day sign Ahead Astern

(no shapes)

Towing an inconspicuous, partly submerged

object
An inconspicuous, partly submerged vessel or object, or combination of such
vessels or objects being towed, shall exhibit:
if it is less than 25 metres in breadth, one all-round white light at or near the
forward end and one at or near the after end except that dracones need not
exhibit a light at or near the forward end;
if it is 25 metres or more in breadth, two additional all-round white lights at
or near the extremities of its breadth;
if it exceeds 100 metres in length, additional all-round white lights between
these lights so that the distance between the lights shall not exceed 100
metres;
a diamond shape at or near the aftermost extremity of the last vessel or
object being towed and if the length of the tow exceeds 200 metres an
additional diamond shape where it can best be seen and located as far
forward as is practicable.
Tow shorter than 200 m, object shorter than 100 m

Abeam, port side

Tow longer than 200 m, object shorter than 100 m

Abeam, port side

Tow longer than 200 m, object longer than 100 m

Abeam, port side

Tow longer than 200 m, object longer than 100 m & wider than 25 m
 Abeam, port side

Ahead Astern

Tow longer than 200 m, any object size

Day sign, Abeam, port side

Pushing from ahead or towing alongside

When a pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit they shall be regarded as a power-driven
vessel and exhibit the normal lights.
A power-driven vessel when pushing ahead or towing alongside, except in
the case of a composite unit, shall exhibit:

two masthead lights in a vertical line;

sidelights;
a sternlight.
A vessel or object being towed shall exhibit:
sidelights;
a sternlight;
when the length of the tow exceeds 200 metres, a diamond shape where it
can best be seen.
Provided that any number of vessels being towed alongside or pushed in a
group shall be lighted as one vessel,
a vessel being pushed ahead, not being part of a composite unit, shall exhibit
at the forward end, sidelights;
a vessel being towed alongside shall exhibit a sternlight and at the forward
end, sidelights.
Pushing from ahead

Abeam, port side

Ahead Astern
Towing alongside

Abeam, port side

Ahead Astern

Fishing, Trawling
A vessel engaged in fishing, whether underway or at anchor, shall exhibit
only the lights and shapes prescribed below.

A vessel when engaged in trawling, by which is meant the dragging through

the water of a dredge net or other apparatus used as a fishing appliance,
shall exhibit:
two all-round lights in a vertical line, the upper being green and the lower
white, or a shape consisting of two cones with their apexes together in a
vertical line one above the other;
a masthead light abaft of and higher than the all-round green light; a vessel
of less than 50 metres in length shall not be obliged to exhibit such a light
but may do so;
when making way through the water, in addition to the lights prescribed
hereh, sidelights and a sternlight.
when shooting nets, white light over white light (Flag Z by day);
when hauling nets, white light over red light (Flag G by day);
When nets are caught on the bottom, red light over red light (Flag P by day)
Fishing vessel, trawling

Day sign

Abeam, port side Ahead Astern

 Optional white light if shorter Optional white light if
than 50 m shorter than 50 m
Fishing vessel, trawling, shooting nets (white over white, Z)

Day sign

Abeam, port side Ahead Astern

Fishing vessel, trawling, hauling nets (white over red, G)

Day sign
Abeam, port side Ahead Astern
Fishing vessel, trawling, nets caught on bottom (red over red, P)

Day sign

Abeam, port side Ahead Astern

Trawling in span
When pair trawling, each vessel shows searchlights on water aiming forward
(Flag T by day).

Trawling in span, shooting nets

 Ahead Astern

Fishing, other than trawling

A vessel engaged in fishing, other than trawling, shall exhibit:

two all-round lights in a vertical line, the upper being red and the lower
white, or a shape consisting of two cones with apexes together in a vertical
line one above the other;
when there is outlying gear extending more than 150 metres horizontally
from the vessel, an all-round white light or a cone apex upwards in the
direction of the gear;
when making way through the water, in addition to the lights prescribed
here, sidelights and a sternlight.

Fishing vessel, other than trawling

Day sign
Abeam, port side Ahead Astern

Purse seining
Purse Seiners will exhibit two all-round yellow lights in a vertical line, flashing
alternately.

Purse Seiner

Abeam, port side Ahead Astern

Constrained by draught
A vessel constrained by her draught may, (and not “shall”!) in addition to the
lights prescribed for power-driven vessels, exhibit where they can best be
seen three all-round red lights in a vertical line, or as day sign a cylinder.

Power driven vessel, underway, constrained by her draught

 Day sign (black vertical
cylinder)

Abeam, port side Ahead Astern

Not under command

A vessel not under command shall exhibit:

two all-round red lights in a vertical line where they can best be seen;
two spherical shapes in a vertical line where they can best be seen; and
when making way through the water also normal sidelights and a sternlight
(not shown in the example below).
Vessel not under command, not making way through the water

Day sign (two black

spheres)
 Abeam, port side Ahead Astern
Sailing boat, no wind, no mechanical propulsion

Abeam, port side Ahead Astern

Restricted in her ability to manoeuvre

A vessel restricted in her ability to manoeuvre, except a vessel engaged in
mine clearance operations, shall exhibit:

three all-round lights in a vertical line where they can best be seen. The
highest and lowest of these lights shall be red and the middle light shall be
white;
three shapes in a vertical line where they can best be seen. The highest and
lowest of these shapes shall be balls and the middle one a diamond;
when making way through the water, also a masthead light or lights,
sidelights and a sternlight
Restricted in her ability to manoeuvre, not making way through the
water

Day sign: two black spheres

and in the middle a black
diamond shape

Abeam, port side Ahead Astern

Restricted in her ability to manoeuvre, making way through the
 water, longer than 50 m

Abeam, port side Ahead Astern

Dredging or underwater operations

A vessel engaged in dredging or underwater operations, when restricted in
her ability to manoeuvre

Dredging or underwater operations, shorter than 50 m, not making

way

Ahead, day signs Ahead Astern

Dredging or underwater operations, shorter than 50 m, making way
Ahead, day signs Ahead Astern
Dredging or underwater operations, longer than 50 m, making way

Ahead, day signs Ahead Astern

Small diving vessel

Small diving vessel

Day signs

or
Abeam, port side Ahead Astern

Pilot boat
A vessel engaged on pilotage duty shall exhibit:

1. at or near the masthead, two all-round lights in a vertical line, the

upper being white and the lower red;
2. when underway, in addition, sidelights and a sternlight; as shown in
the example below.
Pilot boat, shorter than 50 m

Abeam, starboard side Ahead Astern

Hovercraft
An air-cushion vessel when operating in the non-displacement mode shall,
besides a masthead light forward, (plus a masthead light abaft if longer than
50 m) sidelights and a sternlight, exhibit an all–round flashing yellow light
(faster than 2 flashes per second).
A hydrofoil ferry or high speed catamaran ferry when acting as ferry is often
also allowed under local regulations to exhibit an all-round flashing yellow
light.

Hovercraft, longer than 50 m

Abeam, port side Ahead Astern

Minesweeper
A vessel engaged in mine clearance operations shall in addition to the lights
prescribed for a power-driven vessel, or to the lights or shape prescribed for
a vessel at anchor, exhibit three all-round green lights or three balls. One of
these lights or shapes shall be exhibited near the mast head and one at each
end of the fore yard. These lights or shapes indicate that it is dangerous for
another vessel to approach within 1000 metres of the mine clearance vessel.

Minesweeper, shorter than 50 m

Ahead, day signs (3 black spheres) Ahead Astern