Position Fixing

POSITION FIXING

Good navigational practice demands that the officer of the watch:

● Uses visual navigation aids and Radar to support electronic position-

fixing methods, i.e. landmarks in coastal areas and celestial navigation in
Ocean passage / Deep waters.
● Does not become over reliant on automated navigational equipment,
including electronic chart systems, thereby failing to make proper
navigational use of visual information.
Dead reckoning is a crude, but effective, estimation technique. It does not
account for — but helps us measure — the effects of winds, tides, and
currents

● Ensure whilst changing charts that the last plotted position is repeated
on both the charts to ensure continuity of vessel’s track.
POSITION FIXING INTERVAL
The frequency of position fixing should be such that the vessel must not
run into danger during the interval between fixes. The vessel’s speed and
proximity of navigational hazards should be taken into consideration
when determining the position fixing intervals.

During Pilotage, the minimum position fixing interval should be basis the
type of waters (ambience), vessel is navigating in.

While conducting STS operations when underway, Master should

determine the interval depending upon weather, proximity to hazard,
manoeuvrability, and the current parameters of the mother / daughter
vessels.

Notwithstanding the above, the Master must review the position fixing /
cross-checking requirements and may reduce the intervals as required.

Position Cross- Checking in ECDIS:

When using paper charts,the term “position fixing interval” meant how
often position will be plotted manually on the paper chart by OOW.

While using ECDIS, position is being fixed and being recorded

continuously using GPS feed. Hence, with ECDIS, we require to carry out
position cross checking rather than fixing.

Frequent checks should be made of the ECDIS position fixing system (normally GPS) by the use of other
means, including but not limited to:

a) Parallel indexing and use of clearing bearings;

b) Use of radar to check the accuracy of the charted position by
comparing the location of the radar target against the charted symbol;
c) Visual cross bearings;
Obtaining a three-bearing fix.

d) Comparison of the signal to noise ratio of the GPS system in use.

e) Cross checking between 2 GPS units and / or by ascertaining quality of
the fix of each unit.
f) Occasionally by Astronomical sights.

A screenshot of the position being monitored should suffice above

requirement. Evidence of cross checking position e.g. saved screenshots
in ECDIS should be kept for inspection / audit.

Celestial Observations

During deep sea voyages, GPS, if fitted, is the most favored means of
obtaining the vessel’s position.
When in Ocean passage / Deep waters there must be evidence that at
least two independent methods are used for fixing the ship`s position.

Where the vessel carries only one electronic position fixing aid suitable
for deep sea navigation then positions derived should be verified by
alternate methods such as Celestial Observation.

GPS derived positions should be verified whenever possible by

alternative methods such as Celestial Observations, visual and radar
position fixing and monitoring techniques.

Important: Many areas of the world have not been surveyed to modern
standards hence the positional accuracy of the charted detail on the
paper chart, Raster chart or ENC may not be as accurate as the GPS
receiver derived position. If it is not possible to verify a GPS position by
alternative methods, a sensible safety margin shall be allowed to account
for any such discrepancies.

The standard symbols for Position fixing must be displayed in a

convenient location in the vessel’s chart room.

STANDARD SYMBOLS USED IN POSITION PLOTTING ON

PAPER CHARTS