Ship Manoeuvring, Handling. Test 6 – Online Maritime Tests

You are duty officer on 'A' and are observering 'B' on your starboard side. 'A' is a heavy loaded tanker, while the other vessel 'B' is in ballast. You like to increase the CPA, and reduce the speed and then stop your vessel. You are going into the chart room to check the position. The other vessel has engine failure and stops the engine. Suddenly the two vessels is colliding, how can it happen?

It is possible as both vessels will stop at the same rate.
It is impossible, since there was change in the bearing.
It is possible since the loaded vessel stops faster then the ballasted vessel.
It is possible since the ballasted vessel stops faster then the loaded vessel.

Where do you think the 'pivot point' is located when your ship is going full speed ahead? No wind, current.

Amidships
Near the stern
At about 1/6 of the ship's length from the stern
At about 1/6 of the ship's length from the bow

When double banking whilst underway, it is preferable for one vessel to maintain steerage way in a constant direction while the other manoeuvres alongside it. During this period it is recommended that:

The wind and sea should be from astern or nearly astern.
The wind and sea should be from ahead or nearly ahead.
The wind and sea should be from abeam.
The wind and sea should be calm.

If your vessel is fitted with wires on self-stowing 'split drum' winches, the advantage of having these split drum winches is:

Increased brake holding capacity due to the ability to keep the paid out wire in a single layer on the drum.
No crushing of the wire.
Less chances of the wire being jammed in the reel.
All the listed alternatives.

During a mooring operation whilst underway it is recommended that, with one ship maintaining a constant course and speed, the other manoeuvres so that:

The manoeuvring vessel presents her stbd side to the constant direction vessel.
It dosent matter which side is presented.
The side presented depends on wind direction.
The manoeuvring vessel presents her port side to the constant direction vessel.

Whilst unmooring after a ship to ship transfer operation, experience shows that, for the manoeuvring vessel, casting off the forward moorings first and letting the bow swing out before casting off the final after moorings, and then steaming away is a satisfactory procedure. It is recommended however that the angle of disengagement when steaming away should initially be kept at:

SCENARIO: ' All Fast ' has just been declared on completion of an underway mooring operation on both the constant heading ship (generally the discharging vessel) and the manoeuvring vessel (generally the offtake vessel). It is now decided that the former vessel should anchor. Who assumes responsibility for navigation from ' All Fast ' time to completion of anchoring time?

The offtake vessel assumes responsibility.
Both vessels assume equal responsibility.
The more experienced Sen.Off.Deck assumes responsibility.
The vessel anchoring assumes responsibility.

You are navigating in dense fog, visibility approx. 1 cable. On your radar, range 12 nm, you can see the following picture. How will you navigate until all vessels are cleared?

Alter your course to starboard and have engine ready for manoeuvre.
Alter your course to port.
Have the engine ready for immediate manoeuvre, and adjust speed for safe navigation.
Wait and see how the situation is developing.

Your vessel is at anchor. It is dense fog and visibility about 2 cables. On your radar screen you can see a vessel approaching the anchorage and the vessel is heading at your position. What will you do?

Try to get in touch by using the VHF.
Sound 5 short signals.
Sound three blasts in succession, namely one short, one prolonged and one short blast.
Wait and see how the situation is developing.

When ship to ship operations are being carried out at anchor, anchor watch duties are as follows irrespective of which ships anchor is down:

Anchor watch responsibility rests with the discharging vessel (which, we shall assume, has its anchor down).
Anchor watch responsibility rests with the offtake vessel.
Anchor watch responsibility rests with both vessels, each with its own watch.
Anchor watch not kept as duty officer will be on deck.

Review Answers