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1985/91 Harbor Master-Mog.Port.Master Mariner/Ch.pilot Mog.port Somalia.🇸🇴 -Full membership of International Association of Marine Consultants & Surveyors.Statutory Flag State Inspections & Classification Surveys-Expert of Bunker Quantity Surveys.

15/08/2026

⚓ LESSON 136 — GREAT CIRCLE INTERMEDIATE POINTS

Turning a Great Circle Into Practical Waypoints

A Great Circle is the shortest path between two positions on a sphere.

But a vessel cannot simply steer one constant course from departure to destination because the Great Circle course normally changes continuously.

So how do navigators make the route practical?

📍 By calculating intermediate points along the Great Circle.

🧭 WHAT ARE INTERMEDIATE POINTS?

Intermediate points are selected positions lying on the same Great Circle between departure and destination.

They may be calculated at selected:

Longitudes → find the corresponding latitude
or
Latitudes → find the corresponding longitude

These positions can then be plotted as waypoints.

🌍 WHY DO WE NEED THEM?

Instead of trying to follow a continuously changing theoretical course, the navigator can represent the Great Circle with a series of manageable route legs:

Departure → WP1 → WP2 → WP3 → WP4 → Destination

The more appropriately spaced the waypoints are, the closer the practical route approximates the intended Great Circle.

⚠️ However, waypoint spacing must also consider navigational safety and operational requirements—not geometry alone.

📐 USING THE VERTEX

Once the Great Circle vertex is known, intermediate points can be calculated using the relationship between the vertex and another point on the same Great Circle.

A useful Great Circle relationship is:

tan Lat = tan Lat V × cos DLoᵥ₋ₚ

Where:

Lat = latitude of the intermediate point
Lat V = latitude of the vertex
DLoᵥ₋ₚ = longitude difference between the vertex and the intermediate point

🧮 EXAMPLE

From Lesson 135:

⭐ Vertex ≈ 40°39′N, 072°15′W

Suppose we want the Great Circle latitude at:

Longitude = 090°00′W

Difference of longitude from the vertex:

DLo = 90°00′ − 72°15′

= 17°45′

Then:

tan Lat = tan 40°39′ × cos 17°45′

This gives approximately:

📍 Intermediate Point ≈ 39°16′N, 090°00′W

That point lies on the same theoretical Great Circle.

🗺️ BUILDING THE ROUTE

Repeat the calculation for several selected longitudes:

120°W → Departure
110°W → WP1
100°W → WP2
90°W → WP3
80°W → WP4
72°15′W → Vertex
60°W → Destination

The calculated latitudes will trace the Great Circle toward the vertex and then away from it.

⚠️ IMPORTANT

Calculated intermediate points are geometrical positions.

Before using them in an actual passage plan, the navigator must check:

🌊 Weather and sea conditions
🗺️ Charts and navigational hazards
📏 UKC and safety margins
🚢 Traffic and routing systems
🧊 Ice or seasonal restrictions
🚫 No-go areas and company requirements

A mathematically shortest route is not automatically a safe navigational route.

❌ COMMON MISTAKES

❌ Connecting departure and destination with one constant-course assumption.

❌ Using the wrong DLo from the vertex.

❌ Mixing E/W longitude signs.

❌ Rounding intermediate calculations too early.

❌ Assuming calculated GC points can automatically be entered into the passage plan without safety assessment.

🧠 REMEMBER

Great Circle mathematics gives the theoretical route.

Intermediate points make that route practical to plot.

Passage planning makes it safe to navigate.

⚓ MARITIME JOURNEY PH REMINDER

Calculate → Plot → Assess → Verify → Navigate

15/08/2026

Understanding the ISPS Code – Basic Things To Know ✅⚓️

The International Ship and Port Facility Security (ISPS) Code is a mandatory security framework under the SOLAS Convention designed to protect ships, port facilities, cargo, and personnel from security threats such as terrorism, piracy, sabotage, and unauthorized access. It establishes standardized security procedures for ships and ports worldwide.

Security Levels

🔹 Security Level 1 – Normal
• The standard security level maintained during routine operations.
• Basic security measures, such as access control, visitor identification, and regular patrols, are implemented at all times.

🟡 Security Level 2 – Heightened
• Applied when there is an increased risk of a security incident.
• Additional protective measures are introduced, including stricter access control, increased surveillance, and more frequent security patrols.

🔴 Security Level 3 – Imminent Threat
• Declared when a security incident is probable or occurring.
• Maximum security measures are enforced, including restricting access, suspending certain operations, and following instructions from the flag state or port authorities.

Key Personnel
• Ship Security Officer (SSO): Implements and monitors the ship’s security plan.
• Port Facility Security Officer (PFSO): Manages security measures within the port facility.
• Company Security Officer (CSO): Ensures compliance with the ISPS Code across the company’s fleet.

✅Conclusion

The ISPS Code promotes a proactive security culture by ensuring that ships and ports are prepared to prevent and respond to security threats. Understanding the three security levels enables seafarers to apply the appropriate protective measures, helping safeguard lives, cargo, vessels, and port facilities.

09/08/2026
09/08/2026

Deviation vs. Variation-Basic Things To Know ✅⚓

Deviation is the error in a magnetic compass caused by the ship's own magnetic field. It results from the vessel's steel structure, electrical equipment, and other magnetic influences. Deviation changes with the ship's heading and is corrected using the ship's deviation card.

Variation (also called magnetic declination) is the angle between True North and Magnetic North. It is caused by the Earth's magnetic field and varies depending on geographic location. Variation is obtained from nautical charts or ECDIS and is updated periodically.

Key Difference
Deviation – Caused by the ship and varies with the vessel's heading.
Variation – Caused by the Earth and varies with the vessel's location.
Importance

Both deviation and variation must be applied when converting compass headings to true headings. Correcting these errors ensures accurate navigation, safe voyage planning, and compliance with good seamanship practices.

09/08/2026

⚓ LOA vs. LBP — Basic Things To Know ✅⚓️

LOA (Length Overall) is the maximum length of the vessel, measured from the extreme forward point to the extreme aft point, including permanent projections or appendages. It is commonly used for port requirements, berthing, vessel identification, and overall size limitations.

LBP (Length Between Perpendiculars) is the length measured between the Forward Perpendicular (FP) and Aft Perpendicular (AP). It focuses more on the vessel’s hull and structural dimensions and is commonly used in ship design, stability, capacity, and technical calculations.

🔑 Key difference:
LOA = overall tip-to-tip length
LBP = hull length between FP and AP

In most vessels, LOA is greater than LBP because LOA accounts for portions extending beyond the perpendiculars.

06/08/2026

Type of Ship’s Tonnage - Basic Things To Know ⚓️✅

The infographic explains three important ship tonnage measurements. Although the word “tonnage” is used, these measurements do not always refer to weight—some measure a ship’s internal volume, while others measure its carrying capacity.

1. Gross Tonnage (GT)

Gross Tonnage (GT) measures the total enclosed internal volume of a ship. It includes cargo holds, engine room, accommodation, bridge, and all enclosed service spaces.

Purpose:

* Determines port and canal dues
* Used for vessel registration and certification
* Establishes minimum manning and regulatory requirements

Key Point: GT represents the overall size of the ship, not its weight.

2. Net Tonnage (NT)

Net Tonnage (NT) measures the usable enclosed volume available for carrying cargo or passengers. It excludes spaces required for ship operation, such as the engine room, navigation spaces, and crew accommodation.

Purpose:

* Used to calculate port fees and taxes
* Determines commercial earning capacity
* Helps assess berthing and harbor charges

Key Point: NT reflects the revenue-earning capacity of the vessel.

3. Deadweight Tonnage (DWT)

Deadweight Tonnage (DWT) is the maximum weight a ship can safely carry, including:

* Cargo
* Fuel
* Fresh water
* Ballast water
* Provisions and stores
* Crew and passengers

Purpose:

* Determines cargo-carrying capacity
* Ensures safe loading and vessel stability
* Used in chartering and voyage planning

Key Point: Unlike GT and NT, DWT measures weight, not volume.

Summary

* GT (Gross Tonnage): Total enclosed internal volume of the ship.
* NT (Net Tonnage): Enclosed volume available for cargo or passengers.
* DWT (Deadweight Tonnage): Maximum safe weight the ship can carry.

Understanding these three measurements is essential for ship design, regulatory compliance, port operations, and efficient cargo management in the maritime industry.

05/08/2026

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03/08/2026

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