1
Q
The frequency of an event times the consequences is what?
A
Risk
Lee / Parker - Pg. 57
2
Q
When looking at casualty rates it has been concluded that most trading vessels (211 per year) were involved in collisions in what kind of encounters?
A
Meeting
Lee / Parker - Pg. 57
3
Q
Where ship’s movements are not predictable such as _________ the risk of collision is higher.
A. Around the ends of traffic schemes
B. At navigational node points.
C. near pilot stations / anchorages
D. All of the above
A
D. All of the above
Lee / Parker - Pg. 57
4
Q
When it comes to the causes of collisions _______ accounts for 60%? (Three things)
A
- Lack of awareness of the other vessel
- Poor look out
- Insufficient assessment of the situation
Lee / Parker - Pg. 59
5
Q
True / False: Larger ships are more at risk at sea than smaller ones.
A
True
Lee / Parker - Pg. 60
6
Q
Watch keepers who are alive to the risks may become _________ in open waters.
A
Complacent
Lee / Parker - Pg. 60
7
Q
Which statement is true conserving vessels crossing TSS at 90º angles?
A. Ship’s operating in the scheme must stay clear
B. The steering and sailing rules don’t apply
C. The steering and sailing rules still apply to this vessel
D. None of the above
A
C. The steering and sailing rules still apply to this vessel.
Lee / Parker - Pg. 65
8
Q
What guidance can the OOW take to establish that the action taken has the desired effect? (Two things)
A
- Compass bearing
- Target Range
Lee / Parker - Pg. 65
9
Q
True / False: The need to take compass bearings of approaching vessels either visually or on a compass stabilized radar is absolutely essential and is the first series of measurements which have to be taken before a decision can be taken.
A
True
Lee / Parker - Pg. 66
10
Q
Safe passing distance should be defined ______ action is taken. (Before, during, after)
A
Before
Lee / Parker - Pg. 66
11
Q
True / False: The assessment of early action can be made in the context of good seamanship when the other vessel sees it is being avoided by a safe passing distance.
A
True
Lee / Parker - Pg. 66
12
Q
What critical observation can be made when avoiding a collision?
A
Assessing the aspect of the other vessel.
Lee / Parker - Pg. 66
13
Q
When on a _______ course it is practical to use sighting lines that measure relative bearings to assess a target vessel. The true bearing is equivalent to the heading + / - the _________.
A
- Steady course
- Relative
Lee / Parker - Pg. 67
14
Q
True / False: It can be dangerous to rely on true bearings to assess risk of collision.
A
False. It can be dangerous to rely on relative bearings.
Lee / Parker - Pg. 67
15
Q
What should be a habit when assessing risk of collision through the radar to increase situational awareness?
A
Confirming with a visual sighting
Lee / Parker - Pg. 67
16
Q
When a vessel that is getting closer appears bigger it is called ________ effect?
A
Blossoming
Lee / Parker - Pg. 69
17
Q
The most accurate way to measure distance at sea is what?
A
Radar
Lee / Parker - Pg. 68
18
Q
The feel for the ______ mile level of detail is useful in collision avoidance because it is approaching the limits of action you should take as a giveway vessel.
A
4 mile
Lee / Parker - Pg. 69
19
Q
If the horizon is 13 miles away and a target ship water line is even with the horizon we know the distance is ________ miles away.
A
13 miles
Lee / Parker - Pg. 69
20
Q
As a ship gets closer the further _______ the horizon it gets?
A
Below
Lee / Parker - Pg. 69
21
Q
True / False: Because the earth is round it is possible to calculate the line of sight distance from an observer to the horizon as a tangent from height of eye to the earth’s surface.
A
True
Lee / Parker - Pg. 69
22
Q
At ______ miles accomodation lights can be seen on an approaching ship. At ____ - _____ miles navigation lights reflect off the water and rolling and pitching of the vessel can be seen.
A
- 4 miles
- 1 - 2 miles
Lee / Parker - Pg. 70
23
Q
What are the two types of eye recepticals? Which do not operate at night?
A
- Cones and Rods
- Rods
Lee / Parker - Pg. 70
24
Q
What is a good way to estimate where the bow is when obscured by cargo / containers while at the dock? While underway?
A
- Line of sight from the bridge wing intersects with the bulwark and the forward breast line or quayside marking near the bow.
- Where the first bow wave intersects with the ship’s side an imaginerary line back to centerline
Lee / Parker - Pg. 71
25
If the OOW is on centerline the blind area at 500 m is approximately at _____ times the beam of the ship.
3
Lee / Parker - Pg. 71
26
What is the estimated speeds for a bulk carrier? Large bulk carrier and tanker? Feeder container ship? Large container ship? _______ - ________ kts
1. Bulk carrier: 10 - 14 kts
2. Large bulk carrier and tanker: 14 - 16 kts
3. Feeder container ship: 14 - 18 kts
4. Large container ship: 18 - 26 kts
Lee / Parker - Pg. 72
27
How can a OOW estimate the course change of a TV visually?
1. Shape of the containers
2. Direction of wake
3. Line of masts
Lee / Parker - Pg. 72
28
In addition to the compass bearing and range what determines what action an OOW must take?
The aspect of the TV
Lee / Parker - Pg. 72
29
True / False: The aspect within the Red, Green and Stern Light sectors does not need to be known accurately since anywhere within the sectors provides the trigger for decision making.
True
Lee / Parker - Pg. 72
30
The aspect of a vessel is best established by _______ and verified by ________.
1. Observation
2. Radar plotting
Lee / Parker - Pg. 72
31
A good rule of thumb for estimating whether a close quarter situation exist is the fwd. distance the ship will travel when the rudder is set to_______ º.
20º
Lee / Parker - Pg. 73
32
Early action depends on what two things?
1. Closing direction
2. Closing speed
Lee / Parker - Pg. 73
33
The presence of _________ or ________ for a vessel limited in their ability to maneuver may override considerations of aspects as the trigger for taking decisions.
1. Lights
2. Shapes
Lee / Parker - Pg. 73
34
The _________ (slower / faster) the speed of the ___________ (giveway / stand on) vessel relative to the __________ (giveway / stand on) vessel the ________ (larger / smaller) the alteration required.
1. Slower
2. Give-way
3. Stand on
4. Larger
Lee / Parker - Pg. 73
35
True / False: A slow speed widens the limiting lines of approach this will increase the number of encounters where risk of collision exists.
True
Lee / Parker - Pg. 73
36
The angle of the ________ presents a good line against which to measure aspect and the alignment __________ helps to establish the targets vessels heading from which aspect is derived. The wake line if visible is also a useful indicator.
1. Bridge
2. Of the masts
Lee / Parker - Pg. 73
37
At night the best way to judge aspect is the separation between this and the visual sighting of the side lights or stern light.
Steaming lights
Lee / Parker - Pg. 73
38
A ship with a block co-efficient of _______ or more will turn 90º from the course line with 10º of helm in ________ ship lengths.
1. .8
2. 7 ship lengths
Lee / Parker - Pg. 74
39
Which statement is true concerning a vessel that reduces speed as a way to give way?
A. It should be accompanied with an alteration of course to starboard
B. It should be done at a range of 10 nm or more
C. It should be large enough to be clear and apparent productions a noticeable left movement in TV’s bearing.
D. All of the above
C. It should be large enough to be clear and apparent producing a noticeable left movement in TV’s bearing.
Lee / Parker - Pg. 74
40
Sea room depends on this and it is useful to measure turning performance in terms of ________?
1. Manoeuvring capability of the ship
2. Ship length
Lee / Parker - Pg. 74
41
When the TV is approaching from fine on the starboard bow what may be required based on the rate of closing of TV.
Quicker action, closing will be faster
Lee / Parker - Pg. 74
42
The closer to own ship _______ TV is approaching from the ______ the alteration of course that will be required.
1. Beam
2. Larger
Lee / Parker - Pg. 74
43
According to IMO Specifications all ships have to be able to turn around with full rudder with a maximum transfer of ______ ship lengths. Vessels with finer lines need ________ than bluff ships.
1. 4 1/2 ship lengths
2. More
Lee / Parker - Pg. 75
44
According to common practice where may own ship point in relation to the TV when altering course initially to avoid a collision when own ship is the give way vessel.
At TVs stern and follow her at an imaginerary Point 2 ship lengths astern
Lee / Parker - Pg. 75
45
What do ships that are limited to 1 or 2ºs of helm at full speed need?
More sea room to turn around.
Lee / Parker - Pg. 75
46
What is the controlled heading technique?
TV alters course to present zero aspect so that the TV will be drawn to the left or right.
Lee / Parker - Pg. 76
47
When radar is being used as the principle tool for collision avoidance, the geometry of the encounter is defined by_________.
A. TCPA
B. CPA
C. Relative Bearing
D. True Bearing
B. CPA
Lee / Parker - Pg. 76
48
The technique of altering course to present zero aspect to OS only applies to vessels in this situations?
Crossing situations
Lee / Parker - Pg. 76
49
For collision avoidance the most important considerations for getting an accurately measured target bearing and range is to have this?
A well calibrated and checked display.
Lee / Parker - Pg. 76
50
Why is it dangerous to use an unstabilised radar display for collision avoidance?
Because it is not evident how the compass bearing of a target is changing if own ship maneuvers
Lee / Parker - Pg. 76
51
For collision avoidance the relative velocity of approaching targets is derived from _________.
Speed through the water
Lee / Parker - Pg. 77
52
___________ stabilized display provides the most useful information for making decisions for collision avoidance. Why is this?
A. True motion gyro / compass
B. Relative motion gyro
C. Relative motion gyro / compass
D. Ground
1. C. Relative motion gyro / compass
2. Because it is not effected by computation errors
Lee / Parker - Pg. 77
53
True / False: On ground stabilized for true motion radars with strong currents relative vectors of approaching targets can be misleading.
True.
Lee / Parker - Pg. 77
54
True / False: If ship’s speed through the water is fed into the true motion radars, the picture will be correct for collision avoidance but it will show some movement in stationary targets and land if there is a current.
True
Lee / Parker - Pg. 77
55
When using radar for collision avoidance errors can be caused by what? (7 things)
1. Mistaken range settings
2. Wrong speed inputs to the Arpa
3. Badly tuned radar for the prevailing conditions
4. Compass errors
5. Misjudgments of a cpa
6. Vessels Manoeuvering
7. Omissions and Distractions
Lee / Parker - Pg. 77
56
________ is an essential indicator of the speed of relative approach.
TCPA
Lee / Parker - Pg. 77
57
What is a common error with Arpa?
A. Speed of OS is set continuously
B. TV Speed is set manually
C. Reflection / Refraction Error
D. Speed is set at full sea speed and OOW fails to set speed as vessel slows down.
D. Speed is set at full sea speed and OOW fails to set speed as vessel slows down
Lee / Parker - Pg. 77
58
True / False: AIS uses GPS and there can be significant differences between the CPA of a target measured by an ARPA with a speed through the water or speed over the ground input.
True
Lee / Parker - Pg. 77
59
What does radars that are ground stabilized for true motion allow?
Enables stationary targets to be seen as stationary when the radar picture progresses a crossed the screen.
Lee / Parker - Pg. 77
60
For collision avoidance ______ produces the most accurate CPA and TCPA provided the speed inputs are correct and calibrated.
Speed through the water
Lee / Parker - Pg. 78
61
What are the three approaches to measuring safe passing distances?
1. Making a substantial alteration early and controlling CPA by observation of the TVs relative vector.
2. Deriving a defined CPA
3. Using the Position of Collision (POC) and TCPA
Lee / Parker - Pg. 78
62
What is the merit of using TCPA with POC?
To derive the Point of No Return when a give-way vessel fails to give way
Lee / Parker - Pg. 78
63
To ensure an accurate safe alternative course direction this input must be selected correctly for ARPA.
Speed Input
Lee / Parker - Pg. 78
64
At of the three methods what is the preferred method for conducting collision avoidance Manoeuver in open sea conditions when OS is the give way vessel.
Alter course substantially early and controlling CPA . 30 -35º crs change between 10 - 5 miles
Lee / Parker - Pg. 78
65
When altering course early for a vessel how can the time to regain track be selected?
By observing relative vector of TV
Lee / Parker - Pg. 78
66
Where does the POC lie on a true motion display and what is the CPA?
1. On the heading track
2. 0
Lee / Parker - Pg. 78
67
How can the POC distance be derived?
Taking the TCPA and multiplying by the OS speed.
Lee / Parker - Pg. 78
68
What is the disadvantage of an early alteration of course by substantial?
Limited by sea room and other ship’s may be affected
Lee / Parker - Pg. 79
69
When deciding the Point of no return the critical factors when using POC are these two things.
1. TCPA
2. Maneuvering characteristics of OS
Lee / Parker - Pg. 79
70
In the plot attached what is OA represent? What does OW? What does WA?
1. OA represents time and relative direction of TV
2. OW represents true course and speed of OS
3. WA represents True course and speed of TV
Lee / Parker - Pg. 80
71
With the attached plot what is O^1W? How is it derived using the required CPA of OS?
1. O^1W is OS new course
2. From the required CPA a line is drawn from A tangent to the CPA VRM. Using OS speed OW the same distance is found to where it intersects with O^1. That line to W is the reciprocal of the new course to achieve the required CPA.
Lee / Parker - Pg. 81
72
True / False: Using POC for collision avoidance is generally not recommended because the approach does not take into account the TVs course at the time.
True
Lee / Parker - Pg. 82
73
The suggested amount of ship lengths to avoid a collision from a rogue ship is ________ ship lengths.
6 ship lengths
Lee / Parker - Pg. 85
74
Speed = 1. / 2.
1. Distance
2. Time
Lee / Parker - Pg. 83
75
What are two main reasons to use TCPA when using the POC method of collision avoidance what are they?
1. Demonstrating the effect of late action
2. Providing a deadline for when the stand on vessel must take avoidance action when a give-way vessel fails to give way
Lee / Parker - Pg. 84
76
How many meters in a Nautical Mile?
1852 meters
Lee / Parker - Pg. 85
77
What are the three consequences of tiredness and fatigue?
1. Danger of falling asleep
2. Losing situational awareness and missing things which are difficult to observe
3. Making mistakes and errors of judgment
Lee / Parker - Pg. 85
78
How many hours of rest must a mariner get in a 24 hour period? In a 7 day period? How much work in a 7 day7 period?
1. 10 hours
2. 77 hours
3. 84 hours
Lee / Parker - Pg. 86
79
For vessels in sight of one another the key factors in making a decision about manoeuvring to avoid collision are __________. (Three things)
1. Relative bearing of the ship (TV)
2. Ship’s range (TV)
3. Ship’s aspect (TV)
Lee / Parker - Pg. 87
80
True / False: Coastal officers are much more comfortable with lowering CPAs then Deep Sea Officers.
True
Lee / Parker - Pg. 87
81
For Navigation what orientation for the radars is preferred? For collision avoidance which is?
1. North Up
2. Head Up
Lee / Parker - Pg. 87
82
What is it called when stress is high concentration on a single stimulus which may occur with other important inputs being ignored?
Perceptual tunneling
Lee / Parker - Pg. 87
83
True / False: Pilots tend to prefer radar set up in head-up unstabilised
True
Lee / Parker - Pg. 87
84
In true motion the radar displays what? In relative motion how is it displayed?
1. OS moves acrossed the radar screen
2. OS remains static position on the display
Lee / Parker - Pg. 88
85
True trails on the target provide a quick indication of target’s __________ . Three things
1. Course
2. Speed
3. Aspect
Lee / Parker - Pg. 89
86
In pilotage waters how should the radar be set up?
North up ground stabilized display with relative vectors in relative motion with true trails.
Lee / Parker - Pg. 89
87
In areas of buoyed channels and traffic separation schemes what kinds of vectors make it easier to understand the overall traffic situation?
True vectors
Lee / Parker - Pg. 88
88
Radar trails and past positions may take the time of _______ antenna rotations to re-appear on the screen.
2
This is after radar scale is increased, decreased, offset of radar origin is reset or a change to the trails.
Lee / Parker - Pg. 89
89
The principle of the one person error recognizes that __________ and what should be encouraged to prevent this?
1. One person can make a mistake
2. Teamwork and good working practices such as cross checking
Lee / Parker - Pg. 89
90
Written procedures ______ excuse bad management. Being unaware of errors is _________. Not bothering to check errors is ________.
1. Do not
2. Ignorant
3. Complacency
Lee / Parker - Pg. 90
91
True / False: The colregs only work if all ship’s seek to apply the rules diligently.
True
Lee / Parker - Pg. 91
92
Where is the point of no return for many vessels? Obligations establish and avoiding action taken? Identification, assessment and early approach? How many miles?
1. 2-3 miles
2. 3 - 5 miles
3. 10 - 15 miles
Lee / Parker - Pg. 91 - 93
93
True / False: The stand on vessel must always indicate its Manoeuver by the appropriate whistle signal
True
Lee / Parker - Pg. 93
94
When the stand on vessel may alter course / speed it should not?
Alter to Port for a vessel on its port side
Lee / Parker - Pg. 93
95
When must the danger signal be sounded?
When the give way vessel fails to take action
Lee / Parker - Pg. 93
96
In all encounters with the rules of the road it is important to check that the action __________.
Is taking the desired effect by monitoring the other vessel.
Lee / Parker - Pg. 93
97
The OOW of a stand on vessel must have a clear understanding of what before reaching the point of no return.
The time and distance it takes to complete a safe Manoeuver
Lee / Parker - Pg. 93
98
The time it takes to travel _______ ship lengths becomes the critical TCPA when action must be initiated by the stand on vessel if the give way vessel fails to take action.
5 ship lengths
Lee / Parker - Pg. 94
99
The TCPA is an excellent guide to the time of last min Manoeuver but when using it the OOW must ensure what three things?
1. It is not manoeuvring as this effects the Arpa
2. TV is kept in sight to verify visual information corresponds with radar
3. Any action taken is sufficient to avoid collision and having the desired effect
Lee / Parker - Pg. 94
100
True / False: The giveway vessel retains the obligation to keep clear irrespective of the action taken by the stand on vessel
True
Lee / Parker - Pg. 94
101
A good visual reference to finding the distance to when a stand on vessel must maintain course and speed is ________.
A. Mast head light of vessel over 50 m
B. Stern light of a vessel over 50 m
C. Sidelight of a vessel over 50 m
D. None of the above
C. Sidelight of a vessel over 50 m is 3 miles
Lee / Parker - Pg. 95
102
True / False: The rules are not specific about the need for the overtaken vessel to maintain course and speed.
True
Lee / Parker - Pg. 96
103
When communication via VHF is necessary what is the best way to initiate it?
Start by stating intentions
Lee / Parker - Pg. 97
104
What is a practical solution for a OS who has a TV on the stbd side that is faster but has some question as to whether they are overtaking (2 things)?
Is VHF comms a good idea once they are in close quarters?
1. Alter Course to port and parallel TVs course
2. Do a round turn to Port
3. No it may confuse the situation.
Lee / Parker - Pg. 97
105
If their is any doubt as to whether a situation is a passing or crossing situation with OS needing to cross TV bow what should be done?
A. Alter course to starboard at least 2 miles or more acrossed TVs track
B. Hold course and speed hope TV regonises the situation
C. Alter course to starboard across the TVs track at 5 miles or more
D. Slow down
C. Alter course to starboard across the TVs track at 5 miles or more
Lee / Parker - Pg. 98
106
True / False there is no head on situation in restricted visibility .
True
Lee / Parker - Pg. 98
107
What are the three main factors one needs to know about another vessel when assessing a traffic situation?
1. It’s presence
2. It’s occupation
3. It’s intentions
Lee / Parker - Pg. 100
108
True / False: Safe passing distance increases when altering course for fishing vessels.
True
Lee / Parker - Pg. 100
109
True / False: Sailing ship’s while under motor are much more Manoeuver able than under just sail.
False
Lee / Parker - Pg. 100
110
What is the difference between rule 9 and rule 10 of the COLREGs?
Rule 9 states smaller vessels of less than 20 m and fishing vessels should not impede e the passage of vessels in a fairway. Rule 10 says vessels should cross fairways at as close to right angles as possible
Lee / Parker - Pg. 102
111
1. What are some examples of passive fishing? What is the difference between memersal and pelagic fishing? What are some examples of active fishing?
1. Setting nets and pots
2. Demersal is on the seabed
Pelagic is in the water column
3. Trawling and purse signing
Lee / Parker - Pg. 102
112
When a large ship is passing in a traffic separation scheme and a smaller vessel needs to pass what is the best option?
A. Smaller vessel to cross according to the rules
B. Smaller vessel to follow the flow of traffic
C. Smaller vessel to turn parallel outside the channel and pass the stern of the larger ship
D. Smaller vessel should go against the flow of traffic if that is the safest way to pass the larger ship.
C. Smaller vessel to turn parallel outside the channel and pass the stern of the larger ship
Lee / Parker - Pg. 102
113
When large vessels are crossing a traffic separation scheme __________.
A. They should keep out of the way of vessels using the scheme
B. Rule 15 apply is normal crossing situations
C. According to Rule 10 they have the right of way
D. None of the above
B. Rule 15 applies in normal crossing situations
Lee / Parker - Pg. 102
114
True / False: Rule 10 gives the right of way to through traffic using safety fairways.
False.
Lee / Parker - Pg. 102
115
If a sound signal is heard forward of the beam of the vessel according to Rule 19 what should the vessel do?
Reduce her speed to minimum and navigate with extreme caution until danger of collision is over.
Lee / Parker - Pg. 103
116
This rule was a major change to the old 1960 rules when radar was recognized as a primary instrument and could be used for making decisions without seeing an approaching vessel.
Rule 19
Lee / Parker - Pg. 103
117
When a decision is made to apply Rule 19 at 5 miles when vis is 2 miles and the ship’s come insight of one another what should they do?
Revert to the sailing rules for insight
Lee / Parker - Pg. 103
118
True / False: According to Rule 19 in all situations both vessels are expected to take action.
True
Lee / Parker - Pg. 103
119
To what vessels does Rule 19 apply?
Vessels not in sight of one another
Lee / Parker - Pg. 103
120
Which rules below still apply in restricted visibility?
A. Look out
B. Safe speed
C. Risk of collision
D. Action to avoid collision
E. Narrow channels
F. Traffic Seperation Schemes
All of the above
Lee / Parker - Pg. 104
121
Rule 6 concerning the safe speed to take proper and affective action to avoid collision, in restricted visibility can be grouped into what three factors?
1. External conditions the capabilities of the look out and effectiveness of radar.
2. Effective radar detection range: in restricted visibility should be able to pick up smallest contacts
3. Own ship Manoeuver ability slow speed widens limiting lines of approach.
Lee / Parker - Pg. 104
122
True / False the rules define a close quarters situation.
False
Lee / Parker - Pg. 105
123
In restricted visibility a close quarters situation may be considered when a ship can first hear the others fog horn. What is the usual range for a large ship fog signal?
2 miles
Lee / Parker - Pg. 105
124
According to rule 19 if a radar contact is forward of the beam, the OOW must do what?
Alter course, speed or both in ample time but avoid turning to port.
Lee / Parker - Pg. 104
125
If a radar contact is closing from abeam or abaft the beam the OOW must do what?
Take avoiding action in ample time but avoiding turning towards the other vessel.
Lee / Parker - Pg. 104
126
If the ship’s come into visual contact ________ ceases to apply between those two vessels and rules ______ - _______ apply instead.
1. Rule 19
2. 11 - 18
Lee / Parker - Pg. 106
127
In restricted visibility a vessel is permitted to reduce speed or stop at any time and such action is recommended when ____________. Only should a vessel resume normal speed when it is apparent that the other vessel has ___________.
1. A vessel on the port bow is gradually changing bearing in a clockwise direction (increasing).
2. When the other vessel has (on the port side) turning to starboard or stopped.
Lee / Parker - Pg. 107
128
Where do most multi ship encounters take place? (5 places)
1. In port approaches
2. At the limits of traffic separation schemes
3. Crossing traffic separation schemes
4. In and around fishing fleets
5. In the vicinity of node points
Lee / Parker - Pg. 108
129
What are two aspects to the scenario where overtaking a vessel and possibly having another vessel approach?
1. Timing
2. Relative positions of the two vessels with respect to the crossing vessels or vessels approaching from ahead
Lee / Parker - Pg. 108
130
What is the benefit to overtaking a vessel to that vessels starboard side with available sea room in respect to the rules?
OS has max freedom to Manoeuver to starboard if there is a crossing vessel situation
Lee / Parker - Pg. 108
131
True / False: If OS is overtaking to port OS can monitor the overtaken vessel and is not comprimised by its actions in a crossing situation.
True
Lee / Parker - Pg. 108
132
What is a good rule of thumb to go by when overtaking a vessel in a TSS with possible crossing traffic?
overtake at 5 ship lengths so that if possible a round turn can be made with out crossing the path of the TV
Lee / Parker - Pg. 109
133
Which targets are up and which targets are down?
1. E and C are up
2. A, B, and D are down
Lee / Parker - Pg. 110
134
In the up and down rule for avoiding multiple targets what are the up targets and what are the down targets? What direction do the targets trend when you make a course change?
1. Up targets are targets that’s heading trend in the same direction as your heading marker
2. Down is trending away from the heading marker
3. Up targets move in the opposite direction (clockwise / anti clockwise) as OS change
4. Down targets move in the same direction (clockwise / anti clockwise) as OS change
Lee / Parker - Pg. 110
135
What is the ultimate configuration for 2 radars being monitored for collision avoidance? (Ranges)
One on 6 miles and one on 12 miles
Lee / Parker - Pg. 110
136
In the attached radar example which target should be avoided to avoid all of them. Which targets are the up targets and which are the down?
1. If own ship alters for Target C it will miss them all.
2. They are all Down targets
Lee / Parker - Pg. 113
137
What is the golden rule when dealing with bunched up vessels in one area?
Assess early and alter early
Lee / Parker - Pg. 116
138
When dealing with bunched up vessel targets they should be put on the port bow and also you should look for opening gaps which only _______ movement vectors can provide.
Relative
Lee / Parker - Pg. 116
139
When there is no obvious way through the fishing fleet what is the best possible action?
To go around
Lee / Parker - Pg. 116
140
True / False: It is impossible for vessels to collide if they follow the rules of the road.
True
Lee / Parker - Pg. 118
141
In the case of the Norwegian dream which two groups were considered the danger groups and why?
Group A and Group B because they were crossing and creating a collision course with the Norwegian Dream.
Lee / Parker - Pg. 120
142
In the case of the Norwegian Dream what could have the Norwegian Dream done to prevent collision?
The OOW could have steered for open water at the start and created more sea room to work. If he had stayed to the outer edge of the TSS he would have more room to maneuver for the ship on his starboard side and pass the ship’s on his port side with no issues.
Lee / Parker - Pg. 120
143
In the case study of the Norwegian Dream what was the most dangerous group for the Ever Decent?
The five ships coming from the North.
Lee / Parker - Pg. 120
144
How could the OOW on the Ever Decent have given himself more sea room to work?
By altering course a little bit to Port earlier on he would have given himself more sea room to maneuver.
Lee / Parker - Pg. 120
145
When discussing the flow of water moving by a ship underway where is the High Pressure? Where is the Low Pressure? Where do streamlines converge and flow accelerate? Where do streamlines diverge and flow decelerate?
1. Bow and Stern
2. Midships
3. Midships
4. Stern
Lee / Parker - Pg. 123
146
At small angles of turn the forces are relatively ________ and the ship’s motion can easily be controlled with counter rudder.
Small
Lee / Parker - Pg. 124
147
At large angles of turn the _____________ of a ship can sustain pressure for a long time marking it difficult to resume course.
Momentum
Lee / Parker - Pg. 124
148
When a ship turns the symmetrical pressure difference is disturbed and a higher pressure is felt on this side of the ship while an increase in flow rate of water and negative pressure is felt here.
1. On the outside of the turn
2. On the inside of the turn
Lee / Parker - Pg. 124
149
During a turn these two forces are created which amplify the small rudder force and turn the ship stronger.
Lift and Drag forces
Lee / Parker - Pg. 124
150
As a ship turns it creates a large swept path when it is altering for a small vessel 3 ship lengths of this will effectively ________ the collision area.
Double
Lee / Parker - Pg. 125
151
When at full speed, the main turning moment comes from the changes of pressure on the hull which make the ship point inwards through a point at ________ from forward called the pivot point.
1/4 - 1/3 L
Lee / Parker - Pg. 125
152
When a ship is turning moving ahead the stern moves more quickly way from center of the swept path why is this? (2 reasons)
1. The pivot point is forward
2. Deflected flow from the propeller race impacting on the rudder
Lee / Parker - Pg. 125
153
How can a ship effectively change or eliminate the swept path?
1. Counter rudder and strong kick ahead
2. A slower speed
Lee / Parker - Pg. 125
154
At critical points when a collision appears inevitable it is important to try to do this rather than pointing the bow.
Get the stern out of the way
Lee / Parker - Pg. 125
155
What has the biggest effect on a ship handling characteristics?
A. Wind
B. Tidal Streams
C. Shallow Water
D. All of the above
C. Shallow Water
Lee / Parker - Pg. 126
156
True / False: When entering in a turn at any initial speed from Dead Slow Ahead or Full Ahead the turning circle remains relatively unchanged in terms of advance and transfer.
True
Lee / Parker - Pg. 126
157
What is absolutely essential when making a turning circle tighter?
A. Speed the ship up
B. Slow down and use plenty of power
C. Stop and come astern
D. Continue at fast steady speed
B. Slow down and use plenty of power
Lee / Parker - Pg. 126
158
If water depth is less than ________ the draft this may affect the standard turning circle.
Twice
Lee / Parker - Pg. 127
159
Even if a ship slows down and uses maximum power and rudder once it gets beyond this point it will revert back to its original turning circle as speed builds as well.
90º
Lee / Parker - Pg. 126
160
IMO manoeuvring criteria states that ships must be able to turn through _____º in _______ ship lengths.
1. 90º
2. 4 - 5
Lee / Parker - Pg. 127
161
Fine lined ships tend to have _______ turning circles than those ships with a high block coefficient like tankers and bulkers.
Larger
Lee / Parker - Pg. 127
162
To avoid a small boat dead ahead at four ship lengths how many degrees of course alteration is required?
A. 20º - 35º
B. 30º - 75º
C. 60º - 85º
D. 75º - 90º
B. 30º - 75º
Lee / Parker - Pg. 128
163
Adding in a safety factor min. Collision avoidance distance should be _________ ship lengths.
7 ship lengths
Lee / Parker - Pg. 128
164
When the rudder is put over to the right initially where does the pivot point go?
A. Moves to the right of course
B. Stays on the original course
C. Moves to the left of course
D. Goes aft
B. Stays on the original course
Lee / Parker - Pg. 128
165
After the initial 2 ship lengths where does the pivot point transfer from the original course? What does the drift angle vary between?
A. 0º - 15º
B. 15º - 45º
C. 30º - 75º
D. 25º - 50º
1. B. 15º - 45º
2. C. 30º - 75º
Lee / Parker - Pg. 128
166
In using 10º Starboard rudder after four ship lengths the later displacement is only 1/2 ship length where is the stern?
On the original track line
Lee / Parker - Pg. 128
167
After _____ ship lengths a ship can transfer within its minimum transfer diameter.
6
Lee / Parker - Pg. 128
168
When altering course up to 2 ship lengths how much lateral transfer can be expected?
None
Lee / Parker - Pg. 128
169
When altering course from 2 - 4 ship lengths where is the stern?
On the original track line
Lee / Parker - Pg. 128
170
When altering course from 4 -6 ship lengths what does ship turning forward and sideways transfer depend on?
Rudder angle
Lee / Parker - Pg. 128 - 129
171
Why do passenger ships limit their rudder angles to a couple degrees?
Large heeling moments can happen with turns that disrupt passenger and galley
Lee / Parker - Pg. 129
172
When initially starting the turn the ship will heel ________ when in the turn the ship will heel _______.
1. Inward
2. Outward
Lee / Parker - Pg. 129
173
When altering course at full speed most ship’s limit the amount of rudder causing a heeling moment because this is generally below the center of gravity.
Center of pressure of the rudder
Lee / Parker - Pg. 129
174
When a ship turns at full speed what force heels the ship outward?
Centrifugal forces
Lee / Parker - Pg. 129
175
How many ship lengths out from a collision is the fatal zone? The Danger Zone? The High Risk Zone? The Risk Zone?
1. 2 ship lengths
2. 4 ship lengths
3. 6 ship lengths
4. 7.5 ship lengths
Lee / Parker - Pg. 130
176
As a general rule it is necessary to reverse ________ the amount of rudder angle which was originally applied to stop the swing.
Twice
Lee / Parker - Pg. 131
177
True / False: Small alterations of course or large alterations of course with small angles of rudder have little effect on speed reduction.
True
Lee / Parker - Pg. 131
178
What is the zone for the TCPA related to time it takes to travel 2 ship lengths? 4 ship lengths? 6 ship lengths? 7.5 ship lengths? 10 ship lengths?
1. The Fatal Zone
2. The Danger Zone
3. The High Risk Zone
4. The Risk Zone
5. The Normal Zone
Lee / Parker - Pg. 131
179
What is a reliable indication of collision risk?
TCPA
Lee / Parker - Pg. 131
180
What is the most effective way to stop in the minimum forward distance possible?
Hard over rudder
Lee / Parker - Pg. 131
181
When large changes of rudder angle are applied and the change in heading is large speed is substantially reduced due to this.
Hydrodynamic drag
Lee / Parker - Pg. 131
182
What is it called when a ship uses hydrodynamic resistance when turning first one way and then the other?
Rudder cycling
Lee / Parker - Pg. 132
183
True / False: For collision avoidance speed is seen as an asset.
True
Lee / Parker - Pg. 133
184
What are the two modern day types of Diesel Engines?
1. Large slow speed diesels fitted with single props
2. Medium speed diesel engines working through a gear box variable pitch propeller
Lee / Parker - Pg. 133
185
On most ships the engine will not turn astern until the speed is reduced to about _____ % of full sea speed.
70%
Lee / Parker - Pg. 134
186
True / False: Reducing speed on modern ships with bridge control produces instant results.
False. All functions required of manned engine rooms still need to be undertook just automatically.
Lee / Parker - Pg. 134
187
True / False: Chief Engineers need much more notice to reduce speed on turbine ships than diesel power.
True
Lee / Parker - Pg. 134
188
A rule of thumb for slowing down is that a ship will slow down at _______ the distance per unit ship length when traveling the same initial speed. IE a 100 m ship will be able to stop in _____ the distance a 200 m ship can.
1. Twice
2. A quarter
Lee / Parker - Pg. 134
189
True / False: Ship’s with variable pitch propellers fitted with shaft generators generally have to de-couple the shaft generator before manoeuvring.
True
Lee / Parker - Pg. 135
190
Why is reducing speed quicker to stop than a crash stop? (3 reasons)
1. The way the prop is designed for maximum lift when moving ahead than astern
2. The ship’s motion drives the propeller ahead and are substantially less effective when going astern
3. The sudden reduction in propeller revolutions directs the water flow onto the back of the blades causing a negative slip.
Lee / Parker - Pg. 137
191
At what speed is crash astern most effective?
5 kts
Lee / Parker - Pg. 137
192
What should pilots be informed about considering propulsion performance?
Unusual astern performance for ships that do not work well going astern more planning is required.
Lee / Parker - Pg. 137
193
Most ships going astern loose steering until they are moving ______ kts.
4 kts
Lee / Parker - Pg. 138
194
Bow thrusters rapidly lose effect after ______ kts of speed but can be sufficient to control handling in combo with rudder at speeds higher when going astern.
3 kts
Lee / Parker - Pg. 138
195
Which of the below is the best method for slowing down?
A. Fish-tailing
B. Zig-zag
C. Crash-stop
D. All of the above produce the same results
Zig-zag
Lee / Parker - Pg. 139
196
This method of slowing down done where the rudder is moved cyclically side to side the extra drag produced by this method is quite small.
Fish-tailing
Lee / Parker - Pg. 139
197
This method of slowing down involves full speed putting the rudder hard over and when the heading swings 20º the engine RPM is reduced to 60. When the heading swings 40º past the original heading the rudder is put Hard Starboard. When the heading reaches maximum over swing engines are reduced to 48 RPM. Once the heading reaches the original heading the rudder is put hard port again. When the heading reaches maximum over swing the engines are reduced to 30 RPM. As the heading reaches the original heading the engine is put full astern and rudder hard over until it comes to a stop.
Zig Zag method
Lee / Parker - Pg. 139
198
What is the ideal way to become proficient in responding to critical situations?
Through simulation assessment
Lee / Parker - Pg. 141
199
What is the general rule of thumb when passing ships in an anchorage?
Pass astern of ships at anchor
Lee / Parker - Pg. 142
200
When ships are overtaking at a relative bearing of more than ______ points abaft the beam reducing speed can be more effective than altering course.
2 points
Lee / Parker - Pg. 143
201
If crossing astern of a ship at anchor is not an option what may be the best alternative?
Steam parallel to the ship at anchor until well past and then cross
Lee / Parker - Pg. 142
202
When anticipating slowing down for a collision allow at least ______ the time or reduce ______ as much speed to achieve clearing distance for heavy deadweight ships the time is ________.
1. Double
2. Twice
3. Quadruple
Lee / Parker - Pg. 144
203
What is the formula for finding the clearing length of a collision situation?
Time interval x speed change = clearing length
Lee / Parker - Pg. 143
204
OS is a bulk carrier of 110 m @15 kts steering 270º is overtaking another vessel on a collision course in 10 min. If the master decides to reduce speed to 5 kts for 3 min what is the cleaning distance?
Collision Course: 10 mins @ 15 kts = 10 x 1852/60 x 15 = 4630 meters
Master’s Slow Down: 7 mins @ 15 kts = 7 x 1852/60 x 15 + 3 x 1852/60 x 5 = 3704 meters
Clearing Distance:
4630 meters - 3704 meters = 926 meters
This is the same as:
Steaming 10 kts for 3 mins: IE the reduction in speed is 15 - 5 = 10 , the time interval is 10 - 7 = 3 mins
3 x 1852/60 x 10 = 926 meters
Lee / Parker - Pg. 144
205
The OS needs at least how many ship lengths to accomplish a serpent swing at the last min?
A. 2 ship lengths
B. 3 ship lengths
C. 4 ship lengths
D. 5 ship lengths
B. 3 ship lengths
Lee / Parker - Pg. 145
206
What is the best way to avoid a small boat in a narrow channel?
A. Round turn
B. Emergency Stop
C. Fish Tailing
D. Serpent Swing
D. Serpent Swing
Lee / Parker - Pg. 145
207
In theory when is the best time to kick off the stern when conducting a serpent swing? In practice?
1. When the pivot point is a beam of the target
2. When the ship is parallel to the target
Lee / Parker - Pg. 145
208
True / False: during the initial turn of a serpent swing turning to starboard first own ship will actually displace itself to port before the hyrdodynamic forces provide the lift to turn the ship.
True
Lee / Parker - Pg. 145
209
In a serpent swing the pivot point will move from the original course after _______ ship lengths and it will take an additional _____ ship lengths to move the stern from the original track.
1. 2
2. 2
Lee / Parker - Pg. 145
210
In practice of a serpent swing it will take at least _____ ship lengths to displace own ship a ship’s width from the original track.
4 ship lengths
Lee / Parker - Pg. 145
211
During a Serpent swing own ship should be put amidships ____ or ____ degrees prior to the ship being parallel with the target and then use rudder to adjust the position of the stern.
10º to 20º
Lee / Parker - Pg. 146
212
Where is the only place to be in the channel for safety and comfort at all speeds?
In the middle
Lee / Parker - Pg. 146
213
What is the principle evil regarding narrow channel forces?
A. Bank Suction
B. Bank Cushion (rejection)
C. Shallow water effect
D. Meeting other ships
A. Bank Suction
Lee / Parker - Pg. 146
214
The magnitude of both bank suction and cushion are related directly to _________.
Speed through the water
Lee / Parker - Pg. 146
215
When ship’s are about to pass each other in a narrow channel set up in the center of the channel and straight but also proceed at a low speed through the water this achieves three essentials to success. What are they?
1. Pressures ahead and disturbances close aster are minimized
2. From this stabilized position each vessel should then be able to keep its engine turning ahead through the passing phase without increasing Speed through the water.
3. Ship / Ship and Ship / Bank interactions will be kept at a tolerable level
Lee / Parker - Pg. 147
216
The need to keep the engines turning ahead throughout the passing phase of meeting in a narrow channel is particularly important why?
It is fundamental to the maintenance of rudder effectiveness and it is this quality alone that will ensure that each vessel can be kept in full control and in the right positions.
Lee / Parker - Pg. 147
217
According to the diagram the vessels at B the bows will have a tendency to do what?
Reject each other
Lee / Parker - Pg. 147
218
According to the diagram what position is too late to adjust distance off.
What is important to do in this position?
1. Position C
2. Maintain them and keep the vessels straight.
Lee / Parker - Pg. 147
219
What is the tendency of the vessels in position D? What does this require?
1. Each vessel has a tendency to dive into the space left by the other
2. Requires maximum engine speed and helm to correct.
Lee / Parker - Pg. 147
220
Which vessel in the diagram went wrong and what did they do?
Vessel B got too close to the edge of the channel too soon.
Lee / Parker - Pg. 147
221
Regardless of the size of the ships involved the overtaking ship should never begin overtaking until ______. (Two things)
1. The overtaken vessel agrees to it
2. The overtaken vessel is in the correct position
Lee / Parker - Pg. 148
222
It is normal for the overtaken vessel to use engines to counter what two tendencies?
1. The tendency of her stern to be drawn into the overtaking vessels.
2. The bow to be sucked into the stern of the overtaking vessel
Lee / Parker - Pg. 148
223
What is the best practice when one vessel is approaching another from astern in a narrow channel?
Slow down and wait for the best sea room to overtake
Lee / Parker - Pg. 148
224
In the Case Study with the Coastal Tanker and Panamax vessel crossing the traffic lane what are three options that the Panamax vessel could have taken to avoid this collision? See the attached Diagram.
Option 1 the Panamax vessel could have altered course one ship length earlier and this would have signaled his intentions more in advance. The Panamax vessel would also have more time to select a suitable slot to cross traffic.
Option 2 Adjusted the entry point of the traffic separation scheme this would have singaling intention from further outside the traffic lane. Panamax would have more sea room to starboard and time to find a slot.
Option 3 Navigate to follow the general direction of traffic flow before crossing this would have put the Panamax in a safer position if the coastal tanker altered to port the Panamax could have turned more to starboard to escape.
Lee / Parker - Pg.151 - 153
225
What is the main purpose of passage planning?
To avoid stranding
Lee / Parker - Pg. 155
226
When passage planning what is the most practical solution to avoid high volumes of traffic?
1. Make node points that are further out to sea
2. Make node points that utilize the inner water of a traffic separation scheme
Lee / Parker - Pg. 155
227
True / False: Adaptive autopilots hold the ship to pre-determined tracks so that deviating for traffic is now a default routine.
True
Lee / Parker - Pg. 155
228
For Collision avoidance officers need to have the freedom to preposition their ships to minimize ______ and control _______.
1. Risks
2. Sea Room
Lee / Parker - Pg. 155
229
The common factor with all ships in collisions was that they were following _______ tracks and were not doing this.
1. Pre-determined tracks
2. Managing their sea room
Lee / Parker - Pg. 155
230
If own ship has to pick up or discharge a pilot they are most vulnerable when they are doing this ________.
Slowing down or stopping
Lee / Parker - Pg. 156
231
What is the practical approach when entering into an area of crossing traffic?
Join the flow of traffic early
Lee / Parker - Pg. 156
232
What is a practical solution when using a narrow channel with a large vessel to ensure that action can be taken in time if required to prevent a collision?
Proceed at a speed where going astern can provide quick and substantial reduction in speed.
Lee / Parker - Pg. 156
Puget Sound Pilots
flashcards
Decks in class (20)
# Cards
-
Tug Use In Port - Hensen644
-
Tug Use In Port - Hensen Deck 2293
-
Hooyer300
-
Pilot Ladder Poster37
-
Shiphandling With Tugs - Slesinger274
-
Shiphandling For The Mariner - Macelrevey266
-
Shiphandler’s Guide - Rowe228
-
Shiphandling for the Mariner - text questions198
-
Hooyer COPY83
-
Shiphandling (The Beautiful Game) - Livingstone449
-
Captain Ed Verbeek Advice - Shiphandling (the Beautiful Game) - Livingstone7
-
Bowditch - Ch. 5 ECDIS142
-
Symbols24
-
Bowditch - Ch. 7 Nav. Aids181
-
Bowditch - Ch. 35 Tides & Currents118
-
Anchor Practice - House118
-
1,000 Ways To Secure A Pilot Ladder - Palmers92
-
IBS Vol 2 ECDIS and Positioning195
-
Shipboard Bridge Resource Management - Adams200
-
Mangaging Collision Avoidance At Sea232
