You're welcome!

In practice, when radar-conspicuous objects are available, the ship’s position is determined using radar fixes or by visual observation, rather than relying on GPS. This approach is preferred because radar fixes, based on observable landmarks, provide a direct and reliable reference to the ship’s position, reducing the risk of errors associated with GPS, such as signal interference, multipath effects, or datum mismatches. In coastal waters with available radar-conspicuous objects, the primary method of position fixing should be radar or visual fixes, and GPS fixes should be used as a secondary means of position-fixing.

Thank you for sharing.

Great question! You are right. If there is no draft restriction at the discharging port and the ship is loaded to its maximum permissible draft in seawater, you don’t need to apply a density correction for the discharging port. However, you must also account for the change in draft when transitioning from salt water to dock water, considering the ship's UKC. Calculating the Dock Water Allowance (DWA) is essential to ensure compliance with the minimum UKC requirements as per company policy.

@ Thank you sir for answer. Appreciate it.

You're welcome.

Thanks a lot.

Thank you for your request! Unfortunately, I don’t have a tidal calculation software on hand at the moment, as I am not onboard. However, I’ll reach out to my colleagues to see if they can provide it, and I’ll be happy to share it with you once I receive it.

Kindly check out the explanation in the video from timestamp 3:10 to 3:30. That section covers it in detail. Thank you.

Thanks and welcome.

thanks.

@nauticalacademy001 First time ever I'm commenting on youtube and this is only because your content is so well organized that it saved my time and I just cleared my doubts....Thanks a lot, love from south Atlantic ocean💙😄

You are welcome.

Thank you for watching.

Thanks for watching!

You're welcome!

Thanks.

@@nauticalacademy001I created web site where you can find free maritime programs including Ballast Calculation.

Thank you.

Hello! Thank you for your request. I’m planning to make a video on passage planning, as it’s an essential topic in maritime navigation. However, since this is a broad and detailed subject, I’m currently in the process of gathering materials and references to ensure the video is comprehensive and informative.

Thanks for sharing. This is very useful information.

In this method, there’s no need because the zone description (ZD) has already been applied. I’ll just create a new video using another method (by applying the time difference) where you add or subtract a day when crossing the International Date Line (IDL).

Thank you, I'm glad you found the explanation helpful!

You are welcome!

Did you download the ENCs from the link in the comment section?

@nauticalacademy001 I tried it, but it doesnt load anything. My screen just freezes. I mean, I have a pretty decent laptop with ryzen 7 etc, so the specs are not the problem

Thank you for sharing this information.

Thanks! I'm glad you find it useful. You can also refer to this website: www.marineinsight.com

Very welcome.

You're welcom & thank you.

You're welcome.

Thank you for the question. This is the rule used to find deviation from a given compass error and variation: Always reverse the name of the variation to find deviation. Otherwise, we can plot the variation first on the plotting sheet, then plot the total error to determine the deviation and its direction.

The time shows the present location of the boat.

@nauticalacademy001 i dont understand what you said by time !!

You're welcome.

Download the ENC from the link pinned in the comment section.

@ ok thank you and can this file be used on a computer also please

Try to uninstall and reinstall again.

You're welcome.

You are welcome.

Yes you can download the video. Have a safe voyage.

Thank you very much!

Thanks, I'm glad you found it helpful!

Noted. Thank you.

Sorry to say, I don’t use any radar simulator software. The entire radar simulation you see in the video was created in Microsoft PowerPoint. I replicated the radar using the tools available in PowerPoint, and the movements are achieved using the morph transition feature to make it look realistic. If I can obtain a radar simulator software in the future, I’ll be happy to share it with everyone who’s interested.

Thank you for your kind words! I'm glad you found the video helpful. The interval for position fixing depends on various factors, such as the ship's speed, proximity to hazards, and the accuracy required. In high-traffic areas or near dangers, shorter intervals (5 to 10 minutes interval) are crucial for safe navigation. In open waters, longer intervals (1 hour) may suffice, but it’s always good practice to adjust based on the voyage plan and prevailing conditions. Using multiple techniques ensures redundancy and increases accuracy. Each method has its limitations, such as errors in radar bearings, GPS signal loss, or inaccuracies in celestial observations. Cross-verifying with different techniques helps identify and eliminate errors, ensuring a more reliable fix for safe navigation.

@@nauticalacademy001 thank you very much!! You're my favourite youtuber at the moment

You are welcome!

Thank you!

Thank you for your kind words! Regarding your question, I believe you're referring to the sun’s rise and set times. This information can be found in the 'Daily Pages' section of the Nautical Almanac.

@@nauticalacademy001 thank you sir

Thank you & I will try.

Thanks a lot.

Thank you for pointing that out! You’re absolutely correct, the answer is 6.8. I realized this error earlier (8 months ago) and have already included the correction in the video description and pinned it in the comments for clarity. I truly appreciate viewers like you taking the time to engage and ensure the information is accurate-thank you!

Thank you for the question. This is usually the rule used to find deviation from a given compass error and variation. Otherwise, we can plot the variation first on the plotting sheet, then plot the total error to determine the deviation and its direction. In plotting using a maneuvering board or any plotting sheet , based on the compass error (6.1 deg. E) and variation (3.5 deg E), plot first the variation which is 3.5 deg going to east. Next, plot the compass error or total error which is 6.1 deg going to east. The angle between 3.5 deg and 6.1 deg is the deviation which is 2.6 deg. To determine the direction, inspect the direction from the variation 3.5 deg going to compass error 6.1 deg, the direction is eastward or clockwise, that's is why the deviation is 2.6 deg E. If the direction is counter clockwise the direction will be west. So, instead of plotting, it’s faster to use the rules during the computation. I hope this explanation answers your question.

Thank you for the encouragement!