Shiphandling For The Mariner - Macelrevey Flashcards
- When a VLCC is being brought alongside a berth, mooring lines must be used to heave the vessel into final position. (Page 250) a. True b. False
B. False
Shiphandling for the Mariner - Macelrevey
- It is not particularly important that pilots possess traditional seagoing skills because their main task is advising shipmasters of courses and speeds from point to point. (Page 293) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
The traditional overlapping of responsibility between the master and pilot prevents many accidents. (Page 298-299)
A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- Irreconcilable differences between master and pilot occur often in the course of moving ships in pilot waters. (Page 298-299) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- Penalties and liabilities for accidents that could occur should be foremost on the mariner’s mind when deciding on a course of action. (Page 305) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- Bridge Resource Management is designed to reduce errors and omissions through a system of checks, delegation of duties, and joint decision making by a group of vessel personnel referred to as the bridge team.
(Page 299-301)
A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- The bridge team shares the workload, obtains and communicates relevant information early, and monitors the vessel’s progress by crosschecking the decisions and actions of all members of the team within the context of the master/pilot relationship. (Page 300-1) A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- BRM has changed traditional pilot responsibility for overall vessel control and protection of the public interest and the local environment by integrating the pilot into the joint decision making bridge team.
(Pages 301-2)
a. true
b. false
A. True
Shiphandling for the Mariner - Macelrevey
Formal plans are only needed if the master and mates have not recently made a passage in a particular area. (Page 306)
a. true b.false
b. False
Shiphandling for the Mariner - Macelrevey
Passages can be overplanned. An inflexible passage plan, without alternatives based on professional planning and judgment, is as dangerous as no plan at all. (Pages 307) A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
Passage plans and routes should never be put on charts in ink because that would make the chart less useful for future voyages. (Page 309) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
Competent masters do not prepare and carry pocket course cards because they memorize charts and passage plans from sea to the dock.
(Pages 309-10) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
All bridges should be standardized with identical layouts and equipment.
(Page 312)
A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
There should be a clear view forward from large, unobstructed centerline windows. (Page 313-14) A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- The quartermaster’s station should be as close to the forward wheelhouse
windows as possible. (Pages 314 A. True B. False )
B. False
Shiphandling for the Mariner - Macelrevey
- Instruments should be clustered by use and placed where the user (mate, master, pilot, or quartermaster) can use them without being diverted from other work. (Page 312-13) A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- A conning station should be organized with equipment mounted on a bulkhead, console, or to keep windows clear. (Pages 314-16) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- Instruments and equipment should be kept off bridge wings. (Page
316-17)
A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- Which of the following statements are true regarding the effect of bridge location on shiphandling? (Pages 329-30)
I. points of reference appear closer as bridge height is increased.
II. your ship appears to be moving more slowly as height of eye increases.
III. turning rate is more difficult to detect when looking ahead from a bridge located close to the bow.
IV. visibility is improved when the bridge is higher and closer to the bow.
a. I and II only
b. I and IV only
C. all of the above
d. none of the above
C. All of the above
Shiphandling for the Mariner - Macelrevey
- Any laptop system using DGPS and off-the-shelf software and charts can be used to navigate in ice, fog, rain, and other conditions that would have closed ports in the past. (Pg. 321 - 329)
A. True B. False
A. True
Shiphandling for the Mariner - Macelrevey
- DGPS laptop pilot navigation systems have the same line of sight limitations as radar, so traffic cannot be seen beyond obstructions or beyond the radar horizon. (Page 325) A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- DGPS pilot systems are limited by (Page 321)
I. line of sight target detection
II. chart accuracy
III. communication with other vessels
IV. ability to present accurate information on “other ship” course, speed, and location
A. I above
B. II above
C. All of the above
D. None of the above
B. II above
Shiphandling for the Mariner - Macelrevey
- Modern laptop-based DGPS navigation systems are extremely accurate and reliable, allowing pilots to navigate safely in any condition, regardless of the accuracy or reliability of the ship’s navigation equipment. (Pages 320)
A. True B. False
B. False
Shiphandling for the Mariner - Macelrevey
- There are several distinct advantages to having active traffic management using two-way DGPS-based systems versus information from a shore-based passive traffic management system. These advantages include
(Pages 328-29)
a. information is real time.
b. information is unfiltered and uninterrupted.
c. information is not line of sight.
D. All of the above
D. All of the above
Shiphandling for the Mariner - Macelrevey
There are significant differences between shiphandling in daylight and at night. Which of the following are true? (Pages 331-32)
I. loss of depth perception at night makes it more difficult to estimate distance.
Il. speed cannot be determined at night by looking ahead.
IlI. speed cannot be determined at night by looking abeam or abaft the beam.
IV. lights and aids appear farther away on clear nights.
A. I and II only
B. III and IV only
C. All of the above
D. None of the above
A. I and II only
Shiphandling for the Mariner - Macelrevey
- Which of the following is/are true regarding record keeping? (Pages
333-34)
I. logs and records are important aspects of proper vessel operation
II. logs and record keeping often conflict with shiphandling, and redundant paperwork must be eliminated.
a. I only
b. Il only
C. both I and II
d. neither I nor II
C. Both I and II
Shiphandling for the Mariner - Macelrevey
At what depth of water should the Master conduct trials to best know the vessels response to shallow water effects?
A. 1 x vessel draft
B. 1.5 x vessel draft
C. 2 x vessel draft
D. 2.5 x vessel draft
B. 1.5 times vessel draft
Pg 7 Shiphandling for the Mariner - Macelrevey
At what depth of water does a vessel start to feel shallow water effect? What depth of water is a full effect felt? (In relation to draft)
- 1.5 x draft
- 1.2 x draft
Pg 9 Shiphandling for the Mariner - Macelrevey
True or False: Most ships will turn at about half the tactical diameter for a hard right turn with acceleration than one at constant speed at 6 kts.
True
Pg 11 Shiphandling for the Mariner - Macelrevey
As required a vessel can turn around in ______ times her length when reducing the amount of a head and astern speed she develops.
1.5 times her length
Shiphandling for the Mariner - Macelrevey
True or False: when in a narrow channel a vessel may back the wrong way if the starboard quarter is in proximity of a bank or shoal area.
True
Pg. 14 Shiphandling for the Mariner - Macelrevey
When backing what should be done with the rudder?
A. Start amidship and then steer with the rudder once sternway develops’
B. Keep rudder amidships
C. Keep the rudder hard right or left
D. None of the above
A. Start amidships and then steer with the rudder once sternway develops.
Pg. 15 Shiphandling for the Mariner - Macelrevey
True or false in shallow water a directionally unstable ship becomes easier to steer or less unstable.
True
Pg 17 Shiphandling for the Mariner - Macelrevey
What are considered shallow water depths in relation to draft of the vessel?
1.2 times the draft
Pg 17 Shiphandling for the Mariner - Macelrevey
What statement describes positive, negative and neutral directional stability?
A. Swing increases rate of turn when rudder is put amidships
B. Tends to steady up when rudder is put amidships
C. Continues to swing when rudder is put amidships with no ROT increase or decrease
- Positive B. Tends to steady up when rudder is put amidships
- Negative A. Swing increases rate of turn when rudder is put amidships
- Neutral C. Continues to swing when rudder is put amidships with no ROT increase or decrease
Pg 18 Shiphandling for the Mariner - Macelrevey
True or False Bank cushion is more strongly felt than bank suction.
False, bank suction is more strongly felt.
Pg 21 Shiphandling for the Mariner - Macelrevey
When a reference to “smelling shallow water” is made what is it referring to?
A. Bank suction
B. Bank Cushion
C. Bernoulli Effect
D. All of the above
B. Bank Cushion
Pg 21 Shiphandling for the Mariner - Macelrevey
Which of the following could a round turn be used for?
A. To slow a ship before arrival at a pilot station.
B. To make a lee for a pilot.
C. To stop a ship after losing the engine.
D. All of the above.
D. All of the above
Pg 25 Shiphandling for the Mariner - Macelrevey
Ships swing a lee by doing what?
A. Swinging the ship’s quarter away from the pilot boat
B. Swinging the ship’s quarter toward the pilot boat
C. Swinging the ship’s bow away from the pilot boat
D. Swinging the the ship’s bow toward the pilot boat
A. Swinging the ship’s quarter away from the pilot boat. This is helpful when there is a cross sea and swell.
Pg 27 Shiphandling for the Mariner - Macelrevey
What are the rules on pilot ladder wrongs concerning: the steps themself, bottom four rungs, non skid surfaces, length, depth and thickness, distance between rungs?
- The rungs are of one piece hardwood.
- The bottom four rungs are of reinforced hard rubber.
- The rungs have a nonskid surface.
- Rungs are at least 19 inches long, 4 inches deep, and 1 inch thick.
- The ladder is hung by single lengths of Manila or prestretched (low stretch) Dacron.
- There is a clear space 16 to 19 inches between the lines across each rung.
- There are 12 to 15 inches between the rungs.
Shiphandling for the Mariner - Macelrevey
How long are the spreader bars and how many rungs in between spreaders?
70 inches long and not exceeding 9 rungs apart
Shiphandling for the Mariner - Macelrevey
At very low maneuvering speeds a high sided ship, such as a passenger ship or containership will feel the wind significantly at a wind speed of _______ times the ship’s speed. While a loaded tanker will require ______ times the ship speed before being affected to the same degree.
- 3
- 5
Pg 32 Shiphandling for the Mariner - Macelrevey
True or False: IMO regulations require a card to be posted in the wheelhouse showing some of the ship’s particulars and maneuvering characteristics.
True
Pg 40 Shiphandling for the Mariner - Macelrevey
What information should the pilot provide to the master regarding the vessel’s passage?
Relevant information about the vessel’s passage
This includes various details necessary for safe navigation.
Shiphandling for the Mariner - Macelrevey
What is the purpose of reviewing the ‘pilot card’?
To discuss the ship’s particulars and any peculiar handling characteristics
This ensures that the pilot and master are aware of the vessel’s specific needs.
Shiphandling for the Mariner - Macelrevey
What should be fixed and reviewed from the current position?
The general route to the berth or anchorage
This is crucial for planning the passage safely.
Shiphandling for the Mariner - Macelrevey
What considerations should be discussed regarding draft and trim?
Draft, trim, GM, and speed limitations due to squat and underkeel clearance
These factors are essential for safe navigation in shallow waters.
Shiphandling for the Mariner - Macelrevey
What types of hazards should be discussed during the passage planning?
Working dredges, reduced visibility, or recent shoaling
Identifying hazards helps in avoiding accidents.
Shiphandling for the Mariner - Macelrevey
What traffic-related information should be reviewed?
Traffic that will be encountered en route
This is important for collision avoidance.
Shiphandling for the Mariner - Macelrevey
What limitations and notices should be discussed regarding engine use?
Limitations, special notice, manning, and other matters affecting engine use
This ensures efficient and safe engine operation.
Shiphandling for the Mariner - Macelrevey
What local regulations should be communicated?
Local regulations affecting the passage and required radio communications
Compliance with local regulations is critical for safe navigation.
Shiphandling for the Mariner - Macelrevey
What estimated times should be provided for the crew?
Estimated call-out time, need for an anchor watch, and special engine maneuvers
This helps in effective crew management and safety.
Shiphandling for the Mariner - Macelrevey
What should be discussed regarding the docking process?
The berth, arrangement of lines, and anticipated special problems while docking
Proper planning for docking can prevent accidents.
Shiphandling for the Mariner - Macelrevey
What weather and current conditions should be anticipated?
Weather conditions and currents
These factors can significantly affect navigation and safety.
Shiphandling for the Mariner - Macelrevey
What timing aspect should be established regarding pilot changes?
Timing of pilot changes en route
This is important for maintaining safe navigation.
Shiphandling for the Mariner - Macelrevey
Where should locations for tugs be established?
Locations where tugs are expected, including special tug escorts
Tugs can provide necessary assistance during navigation.
Shiphandling for the Mariner - Macelrevey
What special operating requirements should be reviewed?
Speeds, areas where ships cannot meet, ladder placement for docking pilots, anchor readiness, and lookouts
These requirements ensure safe and efficient operations.
Shiphandling for the Mariner - Macelrevey
What bridge equipment operation should be discussed?
Bridge equipment operation and pilot requirements for deck officers to monitor radar and fix the ship’s position
This is essential for maintaining situational awareness.
Shiphandling for the Mariner - Macelrevey
What special equipment tests should be completed?
Any special equipment tests and communication of special information peculiar to a particular port
Ensures that all equipment functions correctly for safe navigation.
Shiphandling for the Mariner - Macelrevey
When should the conn be turned over to the pilot?
A. When the pilot arrives at the bridge.
B. After the pilot master exchange
C. When you are sure the pilot is fully briefed
D. None of the above
C. When you are sure the pilot is fully briefed.
Pg 45 Shiphandling for the Mariner - Macelrevey
What is an example of what not to do if your vessel takes a sheer off the bank?
A. Apply rudder towards the bank
B. Apply rudder away from the bank
C. Increase engine speed
D. Reduce engine speed
D. Reduce engine speed
Pg 47 Shiphandling for the Mariner - Macelrevey
Bank suction can be used for which of the following?
A. Pass another vessel in a narrow channel
B. Locate the center of the channel in times of limited Visibility
C. Make routine maneuvers
D. All of the above
D. All of the above. Speed must be restricted so the ship can come ahead if the sheer should become greater than desired.
Pg 48 Shiphandling for the Mariner - Macelrevey
It is a good idea to check the actual current against that which has been predicted by looking at piling, buoys and other fixed items for what reason:
A. To verify the validity of your prediction platforms
B. To report to the Coast guard
C. Because freshets resulting from heavy rains upriver and strong off or onshore winds may significantly changed the prediction of currents.
D. None of the above
C. Because freshets resulting from heavy rains upriver and strong off or onshore winds may significantly changed the prediction of currents.
Pg 49 Shiphandling for the Mariner - Macelrevey
Speed in narrow channels should be kept to a minimum for what reason?
A. To minimize unwanted hydrodynamic effects
B. To have sufficient engine speed in reserve to increase rudder effectiveness when required
C. To keep to min speed restrictions
D. A and B only
D. A and B only
Pg 50 Shiphandling for the Mariner - Macelrevey
True or False Ships fitted with balanced spade rudders often will not steer when large rudder angles are used.
True, turbulent flow develops over the rudder’s surface so its lifting effect is lost or stalls.
Pg 51 Shiphandling for the Mariner - Macelrevey
True or False: A variable pitch propeller is less effective going astern than a conventional propeller.
True It often takes longer periods of time to stop her.
Pg 52 Shiphandling for the Mariner - Macelrevey
What are four concerns with using the Azipod system?
- Terminology for various equipment, operating modes, and maneuvers must be standardized industry wide so officers, crews, pilots, and others who maintain and operate the systems speak a common language.
- The plethora of Azipod configurations makes the system unnecessarily complicated to operate if the shiphandler attempts to use all possible positions instead of adopting a few standar configurations.
- The potential for single-person operation to steer and maneuver creates a very real risk that the concepts of bridge resource management will be ignored.
- There is a real concern that traditional Shiphandling and seamanship skills will be lost as officers serve aboard ships fitted with highly powered and maneuverable omnidirectional systems
Shiphandling for the Mariner - Macelrevey
For the azipod system at sea mode which is true?
A. The rotation of the pod is limited to 35 degrees to port and starboard off the centerline
B. Full power is available
C. Pod movement is synchronized so pods move in unison
D. All of the above
D. All of the above
Pg 60 Shiphandling for the Mariner - Macelrevey
Power in At Sea is about ________ the horse power available when maneuvering.
A. The same as
B. Double
C. Triple
D. Quadruple
B. Double
Pg 60 Shiphandling for the Mariner - Macelrevey
In which mode in an azipod system can the pods be rotated 360º?
A. At Sea Mode
B. Harbor Mode
C. All of the above
B. Harbor Mode
Pg 60 Shiphandling for the Mariner - Macelrevey
What is steering with Azipods similar to in At Sea Mode?
A. Steering a bicycle
B. Steering a twin screw vessel
C. Steering with a tiller
D. None of the above
C. Steering with a tiller
Pg 61 Shiphandling for the Mariner - Macelrevey
In At Sea Mode with an Azipod System when turning the pod to port which way does the stern move?
To port and the ship’s head goes to starboard
Pg 61 Shiphandling for the Mariner - Macelrevey
What is harbor mode also known as? Why?
Bicycle mode, because it steers like a bicycle. When the Starboard control is pulled back to turn the head to starboard.
Pg 62 Shiphandling for the Mariner - Macelrevey
What statement is true concerning azipod system communication?
A. Engine commands use percentage of power from zero to 100 in forward or reverse in At Sea mode only.
B. Conventional rudder commands are used in degrees to port and starboard in At Sea and Harbor Mode.
C. Pod configurations uses clock settings relative to the ship’s bow in harbor mode.
D. All of the above
C. Pod configurations uses clock settings relative to the ship’s bow in harbor mode.
Pg 65 Shiphandling for the Mariner - Macelrevey
What statement is true concerning azipod system communication?
A. Engine commands use percentage of power from zero to 100 in forward or reverse in At Sea mode only.
B. Conventional rudder commands are used in degrees to port and starboard in At Sea Mode.
C. Pod configurations uses clock settings relative to the ship’s bow in At Sea mode.
D. All of the above
B. Conventional rudder commands are used in degrees to port and starboard in At Sea Mode.
Pg 65 Shiphandling for the Mariner - Macelrevey
What statement is true concerning azipod system communication?
A. Engine commands use percentage of power from zero to 100 in forward or reverse in At Sea mode and Harbor modes.
B. Conventional rudder commands are used in degrees to port and starboard in At Sea and Harbor Mode.
C. Pod configurations uses clock settings relative to the ship’s bow in At Sea Mode.
D. All of the above
A. Engine commands use percentage of power from zero to 100 in forward or reverse in At Sea mode and Harbor modes.
Pg 64 Shiphandling for the Mariner - Macelrevey
True or False: Approximately 90 percent of all marine accidents occur in restricted waters.
True because that is when ships are exposed to the greatest hazards.
Pg 67 Shiphandling for the Mariner - Macelrevey
What should the pilot do if he doesn’t have completed control over the vessel?
A. Stop the ship
B. Go to anchor
C. Continue but record discrepencies
D. A and B only.
D. A and B only.
Pg 70 Shiphandling for the Mariner - Macelrevey
A ship with a large block co-efficient steers poorly and tends to be directionally unstable, This condition ________.
A. Is amplified when she trims by the head as she enters shallow water.
B. Ins improved when she trims down by the stern as she enters shallow water
C. Is unchanged as she enters shallow water.
D. None of the above.
A. Is amplified when she trims by the head as she enters shallow water.
Pg 71 Shiphandling for the Mariner - Macelrevey
True or False: A ship trimmed down by the head requires large amounts of rudder for excessive periods of time to check her swing.
True
Pg 71 Shiphandling for the Mariner - Macelrevey
As a ship turns there is an increase of pressure below the waterline on the __________________ the resultant imbalance forces in that location forward and outside of the center of gravity causing the ship to be directionally unstable.
A. Stern toward the center of gravity
B. Bow toward the center of gravity
C. Stern away from the center of gravity
D. Bow away from the center of gravity
D. Bow away from the center of gravity
Pg 72 Shiphandling for the Mariner - Macelrevey
With a ship that is trimmed _________ (aft, fwd or even) pressure shift in a turn is further aft and as the ship stabilizes in the turn the pressure drop on the quarter on the inboard side of the turn continues to increase. The resultant couple has then shifted aft of the center of gravity so the ship is directionally ____________.
- Aft
- Stable
Pg. 72 Shiphandling for the Mariner - Macelrevey
When a ship is trimmed by the _________ There is an increase in pressure in the submerged area forward with a reduction in pressure aft. This couple remains _________ of the center of gravity which makes the ship continue to be directionally __________.
- Bow
- Forward
- Unstable
Pg 73 Shiphandling for the Mariner - Macelrevey
On a vessel with marginal directional stability how may a Shiphandler make a turn to prevent the ship from swinging out of control.
When the ship starts to swing immediately put the rudder amidship if the rudder is kept on too long it may swing out of control.
Pg 74 Shiphandling for the Mariner - Macelrevey
When should the turn of a ship be started when in a channel?
A. When the ship’s pivot point is nearly at the turning point at the end of the reach or range.
B. When the ship’s bow is nearly at the turning point at the end of the reach or range.
C. When the ship’s bridge is nearly at the turning point at the end of the reach or range.
D. None of the above
A. When the ship’s pivot point is nearly at the turning point at the end of the reach or range.
Pg 74 Shiphandling for the Mariner - Macelrevey
If the relative bearing of a buoy changes toward the bow so the buoy is moving forward of the reference point the ship turning rate will _________.
A. Bring it closer to the buoy
B. Bring it farther away from the buoy
C. None of the above
A. Bring it closer to the bouy
Pg 77 Shiphandling for the Mariner - Macelrevey
If the relative bearing of a buoy changes toward the bow so the buoy is moving forward of the reference point. The rate at which the buoy is moving ahead of the reference point is increasing then the ship’s ROT is ________.
Increasing
Shiphandling for the Mariner - Macelrevey
If the relative bearing of a buoy changes away from the bow so the buoy is moving aft of the reference point. The rate at which the buoy is moving ahead of the reference point is decreasing then the ship’s ROT is ________.
Decreasing
Pg 77 Shiphandling for the Mariner - Macelrevey
If the relative bearing of a buoy does not change toward the bow so the buoy is fixed on the reference point. The rate at which the buoy is moving ahead of the reference point is not changing how far from the buoy will the ship end up?
It will maintain the present distance all the way around the buoy.
Pg 77 Shiphandling for the Mariner - Macelrevey
Why is using a buoy as a reference point in current of interest to the ship handler?
Because it is the resultant net movement from the combination of the vessel momentum, swing and current effects. And the resultant motion is immediately apparent when the ship is turned using fixed references.
Pg 78 Shiphandling for the Mariner - Macelrevey
When two ships are meeting in a narrow channel what is a good rule of thumb for when they should put their rudders to starboard to move to their respective sides.
A. 1 ship length
B. 2 ship lengths
C. 1.5 ship lengths
D. None of the above
C. 1.5 ship lengths
Pg 78 Shiphandling for the Mariner - Macelrevey
What makes the vessel want to swing in stage 3 of the two ships meeting in a narrow channel? Two things
- Bank suction
- Suction of the other ship’s stern as it is abeam of your bow.
Pg 80 Shiphandling for the Mariner - Macelrevey
What is an essential piece of bridge equipment when dealing with an unstable ship making a turn?
ROT indicator
Pg 84 Shiphandling for the Mariner - Macelrevey
What is a good rule of thumb for a maximum rate of turn for an ordinary turn?
A. 25 degrees per minute
B. 36 degrees per minute
C. 42 degrees per minute
D. 50 degrees per minute
B. 36 degrees per minute
Pg 83 Shiphandling for the Mariner - Macelrevey
This is the bodily increase in draft, increase in mean draft due to effects of moving in a restricted channel?
Sinkage,
Pg 85 Shiphandling for the Mariner - Macelrevey
this is the rotation about the transverse axis due to the change in pressure and the resulting change in draft along the length of the ship.
Trim
Pg 85 Shiphandling for the Mariner - Macelrevey
This is the largest change and location of that change along the ship’s hull depending on the location of maximum change in trim.
Squat
Pg 85 Shiphandling for the Mariner - Macelrevey
True or False the ship displaces an amount of water equal to her own weight.
True
Shiphandling for the Mariner - Macelrevey
What are 6 variables blockage factor depends on?
X
- The speed of the ship through the water.
- Ratio of the ship’s draft to the depth of water.
- Ratio of the ship’s cross-sectional area to the cross-sectional area of the channel (fig. 2-17).
- The ship’s block coefficient. (The previously explained effects on draft and handling characteristics of a high block coefficient are amplified in shallow water.)
- The ship’s displacement, which determines the amount of water that must pass around and under the ship’s hull at a given speed.
- The rate and period of acceleration as the ship increases speed
Pg 87 Shiphandling for the Mariner - Macelrevey
Squat varies in proportion to the ___________ of the ship’s speed.
Square
If the ship’s speed is doubled squat is increased by 4.
Pg 88 Shiphandling for the Mariner - Macelrevey
When referring to speed with squat what is referred to?
Speed through the water
Pg 88 Shiphandling for the Mariner - Macelrevey
What is the equation for squat in meters? In feet?
S (meters) = Cb x V2/100
S (feet) = Cb x V2 / 30
Cb = block coefficient
S = squat
V = speed in knots
Pg 88 Shiphandling for the Mariner - Macelrevey
What is the wake of a ship that is feeling shallow water effect?
A. Wake is long and shallow
B. Wake is short and steep
C. Wake is long and steep
D. None of the above
B. The wake is short and steep
Pg 91 Shiphandling for the Mariner - Macelrevey
True or False when under keel clearance is less than .5 of the ship’s draft the ship will become more stable.
True and difficult to steer.
Pg 91 Shiphandling for the Mariner - Macelrevey
_________ is the most critical factor when determine and maximizing UKC.
Speed through the water
Pg 95 Shiphandling for the Mariner - Macelrevey
True or False: The effects crabbing which causes the ship to proceed at some angle to the axis of the channel increases squat by 10%.
False, it does not increase squat.
Pg 96 Shiphandling for the Mariner - Macelrevey
As a rule of thumb what speed is a practical speed limit for ships in channels where UKC is 5 ft or less?
6 kts
Pg 96 Shiphandling for the Mariner - Macelrevey
True or false: wide beam, full-hull ships, like tankers and bulk carriers are expected to experience a greater increase in draft.
True squat is greater for ships with greater block co-efficient
Pg 97 Shiphandling for the Mariner - Macelrevey
Car carriers, container ships and passenger ships with lower block coefficients (less than .8) are more likely to squat by _________ (the stern or the head) and accelerate more quickly.
The stern
Pg 97 Shiphandling for the Mariner - Macelrevey
When a tug is to assist in a routine docking or undocking and is made fast on the bow or quarter she generally puts two lines up the first one is __________.
A. The backing line
B. The quarter line
C. The spring line
D. None of the above
A. The backing line
Pg 103 Shiphandling for the Mariner - Macelrevey
When a tug is to assist in a routine docking or undocking and is made fast on the bow or quarter she generally puts two lines up the second one is __________.
A. Backing line
B. Stern line
C. Come ahead line
D. None of the above
C. Come ahead line, this is used to help the tug keep in position.
Pg 103 Shiphandling for the Mariner - Macelrevey
True or false the closer the tug is to right angles from the ship the more her power is used to move the ship in the desired position.
True
pg 105 Shiphandling for the Mariner - Macelrevey
What is rule number one in using a tug?
A. Always use multiple tugs
B. Always use a stern tug
C. Plan a job as if you do not need the tug and minimize their use
D. All of the above
C. Plan a job as if you do not need the tug and minimize their use
Do not use the tug.
Pg 106 Shiphandling for the Mariner - Macelrevey
The tugs power when working alongside is primarily to move the ship _________.
Laterally
Pg 107 Shiphandling for the Mariner - Macelrevey
What are two occasions when a conventional tug can be put on a hawser?
- When handling a dead ship
- When handling a ship with such a light draft it is impossible to make up alongside.
Pg 112 Shiphandling for the Mariner - Macelrevey
If a tug is lashed on the quarter the ship can be handled like what?
A twin screw
Pg 112 Shiphandling for the Mariner - Macelrevey
When only one tug is lashed up, the off center location of the tug will be felt until what?
A. The ship gets sternway
b. The ship gets headway
C. The tug is released
D. None of the above
B. The ship gets headway on. This will Morten’s to move the ship initially away from the tug.
Pg. 114 Shiphandling for the Mariner - Macelrevey
This is a common position for the tug to be lashed up to move a ship astern past another ship docked astern.
Tug lashed up forward looking aft . Also used to back up a dead ship from a berth.
Pg 114 Shiphandling for the Mariner - Macelrevey
What are three good shiphandling practices when piloting a vessel upon approach to the dock?
- Staying in the same spot on the bridge
- Using hand signals in addition to helm orders
- Remaining calm and unexcited throughout the docking
Pg. 115 Shiphandling for the Mariner - Macelrevey
What are five things to be included when discussing docking plans with the master?
- Approach and special maneuvers
- Placement of tugs
- Configurations of the berth including any special problems or challenges or any unusual space restrictions.
- Any special requirements: like the need for the anchor or unusual leads for mooring lines
- The current and wind to be expected at the berth
STAWA
Pg 117 Shiphandling for the Mariner - Macelrevey
What are four ways for mariners to Judge speed?
- Doppler log or GPS
- Fixes by radar or visual bearings
- Position of ship’s quick water
- Observation of passing objects and comparisons with known distances
Pg 119 Shiphandling for the Mariner - Macelrevey
If the quick water falls behind the ship when the engine is put astern how fast is the vessel going? When the quick water starts moving with the ship? When the ship is DIW? What is a comfortable approach speed to the berth?
- 3 kts
- 2 kts
- Midships
- 2 kts
Pg 119 Shiphandling for the Mariner - Macelrevey
At what objects should the shiphandler look upon approach to the dock to judge speed?
A. Objects abaft
B. Objects ahead
C. Objects abeam or a little abaft the beam
D. All of the above
C. Objects abeam or a little abaft the beam. An optical allusion occurs when looking ahead.
Pg 120 Shiphandling for the Mariner - Macelrevey
True or False speed through the water should be used when judging the ships response to her rudder.
True
Pg 121 Shiphandling for the Mariner - Macelrevey
When approaching a dock at night Shiphandler’s make it good practice to stop the vessel __________ off the berth to estimate the vessel’s speed.
1 ship length
Pg 121 Shiphandling for the Mariner - Macelrevey
Quick water effects which side docking the most by pushing the stern away as quick water gets wedged between the ship and dock.
Starboard side, deeply loaded ships often require a tug to keep the stern in.
Pg. 122 Shiphandling for the Mariner - Macelrevey
How many degrees of approach should a vessel approaching a Port Side to berth with a right hand prop? Where should the ship aim initially?
- 10 -15ºs
- Where the ship will be amidships when finally alongside.
Shiphandling for the Mariner - Macelrevey
True or False: a ship docking bow in should turn and line up at the greatest possible distance from the pier.
True. Allow leeway toward or away from the pier for current or wind.
Pg 123 Shiphandling for the Mariner - Macelrevey
When backing into a slip what reference point should be used for when you turn away from the pier and begin lining up for the slip.
The pivot point
Pg 124 Shiphandling for the Mariner - Macelrevey
At what angle toward the pier should be made when backing into a slip when going starboard side to?
A small angle toward the dock
Pg 124 Shiphandling for the Mariner - Macelrevey
What should be avoided when using tugs docking into a slip?
A. Using a bow tug on a hawser
B. Using tug lashed up on the quarter
C. Having the tugs push so long that excessive lateral motion is given to the ship
D. None of the above
C. Having the tugs push so long that excessive lateral motion is given to the ship. It will cause the ship to land heavy on the string piece.
Pg 125 Shiphandling for the Mariner - Macelrevey
The stern tug when used for docking a ship into a slip with a stern in approach must not be made fast until what?
The ship has turned to bring her stern toward the slip and is dead in the water.
Pg. 125 Shiphandling for the Mariner - Macelrevey
When backing into the slip using a bow tug which line should be best to make the tug up with?
A backing line and trailing the ship in to the slip.
Pg 126 Shiphandling for the Mariner - Macelrevey
What should be planned for when stemming the current and docking the vessel with a solid pier face?
A. Suction on to the pier
B. Set off the pier by cushion of water between the pier and ship
C. Slack water at the pier
D. All of the above
B. Set off the pier by cushion of water between the pier and ship. Often an Eddie moving in the opposite direction as the current is experienced.
Pg 126 Shiphandling for the Mariner - Macelrevey
What should be used to move the ship laterally toward the wharf when the current is coming from the stern and the vessel is docking?
The current
Pg 126 Shiphandling for the Mariner - Macelrevey
When docking stern toward the current where do problems usually arise?
A. Angling the stern to far off the dock and getting set away
B. Angling the stern too close to the dock and getting set on to the dock
C. Using tugs to push the ship alongside the dock.
D. None of the above
C. Using tugs to push the ship alongside the dock.
Pg 127 Shiphandling for the Mariner - Macelrevey
Air is how many times less dense than water?
900 times
Pg 129 Shiphandling for the Mariner - Macelrevey
Which of the following ways does wind and current assist a ship?
A. Wind blowing off the berth can be used to overcome a ship’s lateral motion toward the berth
B. Wind blowing on the berth can ease a ship alongside if the shiphandler stops her a few feet off the berth
C. Current that runs across the end of the berth acting on the ship’s quarter can assist the ship in turning into a slip the ship is landed and pivoted on a cluster of pilings or a canal rather than being steamed into the slip while fighting the current.
D. All of the above
D. All of the above
Pg. 131 Shiphandling for the Mariner - Macelrevey
When docking the a ship against a strong wind coming off the dock what is the best tactic to take?
Use a larger angle of approach and as the ship comes alongside use a kick ahead with hard rudder to add more lateral motion. As the ship slows the wind will overtake the lateral motion. In stronger winds an anchor can be dredged to check up the bow and amplify the lateral motion.
Pg 131 Shiphandling for the Mariner - Macelrevey
If the wind is blowing the ship on the dock what is the best way to dock?
A. Use a smaller angle and aim for the end bow position
B. Use a greater angle and drop the inboard anchor to slow the bow down
C. Land the ship earlier and move along the dock with the string piece until in position
D. None of the above
C. Land the ship earlier and move along the dock with the string piece until in position
If the ship is already alongside it can’t be blown heavily on the dock.
Pg 132 Shiphandling for the Mariner - Macelrevey
If 10 revolutions equals 2 kts how many does 60 revolutions equal?
12 kts
Pg 132 Shiphandling for the Mariner - Macelrevey
True or False: lateral motion is easier to detect when working from the centerline of the ship.
True, you have a better view of the vessel and her heading watch objects ashore located astern or ahead.
Pg. 133 Shiphandling for the Mariner - Macelrevey
True or False: when docking Port side to the quick water will partially check the swing of the vessel so the ship lands easier.
True, it will partially stop the swing to starboard when it gets past the pivot point.
Pg 134 Shiphandling for the Mariner - Macelrevey
True or False quick water will eventually move up the full length of the ship so she is affected equally forever and aft when docking.
True. It can be used to reduce lateral motion or move the ship away from the dock.
Shiphandling for the Mariner - Macelrevey
Quick water effect is strongest when ______________. It helps push the vessel _________ the dock.
A. There is shoaling or a solid bulkhead at the dock
B. It is an open dock
C. On an ebb tide
D. At slack water
- A. There is shoaling or a solid bulkhead at the dock
- Away from
Pg 135 Shiphandling for the Mariner - Macelrevey
What are six reasons it is important to land flat alongside the dock?
1.The frames through the entire midbody of the ship can absorb the impact of landing, rather than having the inapace contentee within a small area of the hull.
2. A parallel landing traps the maximum quantity of water between the hull and the pier or wharf, thus developing the maximum cushioning effect.
3. The eddy current acts equally along the entire length of the ship, slowing her lateral motion and easing the landing.
4. If the ship is docking with any current, having the ship’s upstream end hard alongside keeps the current from getting inside the ship and forcing her back off the berth.
5. The maximum cushioning effect is gained from the ship’s quickwater when the ship is parallel to the berth.
Pg 137 Shiphandling for the Mariner - Macelrevey
True or False when the impact of a landing is spread over the entire length of the flat parallel midbody the ship can go alongside with surprising force without damage.
True
Pg 137 Shiphandling for the Mariner - Macelrevey
Ship’s usually run sufficient head, spring and stern lines to keep the ship from moving fore and aft. Which lines are the most effective to keeping the ship alongside?
Breast lines, they should be doubled like any other line.
Pg 138 Shiphandling for the Mariner - Macelrevey
What is true about ballasting a vessel for transit?
A.the ship has excellent directional stability with good drag
B. The propeller and rudder are most effective with excellent drag.
C. It is preferable that the bow also be ballasted to at least give a moderate draft to reduce wind age and submerge the bow thruster so it is effective.
D. All of the above
D. All of the above
Pg 40 Shiphandling for the Mariner - Macelrevey
What is the perferrred way to single up?
A. Leave spring lines only
B. Leave a longer bow and stern line and a spring
C. Leave short lines, a short stern, short head line, short spring or short breast line
D. None of the above
C. Leave short lines, a short stern, short head line, short spring or short breast line
Pg 141 Shiphandling for the Mariner - Macelrevey
What is the reason for leaving short lines when singling up?
A. They hold the ship alongside the dock more effectively
B. They can be brought in quicker
C. They will clear the propeller as soon as possible so the engine can be used
D. All of the above
D. All of the above
Pg 141 Shiphandling for the Mariner - Macelrevey
What is true about undocking leaving starboard side to?
A. The quick water will help the ship move laterally off the pier because it has better flow and strikes forward of the pivot point.
B. The quick water has minimal effect in moving the ship off the dock laterally but does reduce the angle to the berth as it strikes the fore part of the hull.
C. The quick water will cause an eddy that will hold the ship to the dock and should be used with caution.
D. None of the above
A. The quick water will help the ship move laterally off the pier because it has better flow and strikes forward of the pivot point.
Pg 142 Shiphandling for the Mariner - Macelrevey
What is true about undocking leaving Port Side to?
A. The quick water will help the ship move laterally off the pier because it has better flow and strikes forward of the pivot point.
B. The quick water has minimal effect in moving the ship off the dock laterally but does reduce the angle to the berth as it strikes the fore part of the hull.
C. The quick water will cause an eddy that will hold the ship to the dock and should be used with caution.
D. None of the above
B. The quick water has minimal effect in moving the ship off the dock laterally but does reduce the angle to the berth as it strikes the fore part of the hull.
Pg 142 Shiphandling for the Mariner - Macelrevey
When undocking how can the quick water be used to advantage?
A. By backing off of the dock the quick water will raise the ship laterally
B. Start backing off the dock and stop the engines to allow the quick water to check the swing and then back out straight astern.
C. Use a series of kick aheads with hard rudder toward the dock and backing to move laterally off the pier.
D. All of the above
B. Start backing off the dock and stop the engines to allow the quick water to check the swing and then back out straight astern.
Pg 142 Shiphandling for the Mariner - Macelrevey
How should a ship undock with current coming from astern?
Work the bow toward the dock and back into the stream. Maintain a speed through the water that matches the current so you can back out laterally.
Pg 143 Shiphandling for the Mariner - Macelrevey
True or False: Starboard Side to vessels backing out from a berth need no angle from the dock when backing out.
True
Pg 144 Shiphandling for the Mariner - Macelrevey
When backing out of a finger pier what should be kept in mind with regards to when to turn out?
A. Turn out when you have the speed astern to clear the pier
B. Turn out when the pivot point is beyond the pier so you will clear the pier
C. When you are port side to you can use hard starboard rudder and a kick ahead to walk the ship off the dock.
D. All of the above
B. Turn out when the pivot point is beyond the pier so you will clear the pier
Pg 144 Shiphandling for the Mariner - Macelrevey
When backing from a pier starboard side to with the wind coming off the dock what should be kept in mind?
A. The bow will turn into the wind when coming astern
B. The stern will turn into the dock when coming astern
C. The ship should move bodily off the dock and back straight out
D. All of the above
B. The stern will turn into the dock when coming astern. The wind will overcome transverse thrust.
Pg 146 Shiphandling for the Mariner - Macelrevey
What is the best option for undocking with out tugs and backing from the pier with the wind on the pier?
A. Working against a spring to get the stern out and back at an angle
B. Sliding along the stringpiece until the stern clears teh outboard corner of the pier and can turn fair into the channel.
C. Working the bow out with the after spring and backing out
D. All of the above
B. Sliding along the stringpiece until the stern clears teh outboard corner of the pier and can turn fair into the channel.
Pg 147 Shiphandling for the Mariner - Macelrevey
When docked stern in and undocking with the wind against the dock the ship can be slowly moved out along the string piece. What angle of rudder toward the dock should be given to keep the ship lightly against the dock? When the pivot point clears the pier it can be turned and an increase of speed to clear the stern at what speed should be sufficient to clear the stern?
- 10º
- 2 - 3 kts
Pg 148 Shiphandling for the Mariner - Macelrevey
How are left hand fixed propeller ships handled?
The opposite of right hand fixed propellers
Pg 151 Shiphandling for the Mariner - Macelrevey
To use the rudder when under sternway which direction should you put it in relation to where you want the stern to go?
Put the rudder to the side opposite you want the stern to go.
Pg 151 Shiphandling for the Mariner - Macelrevey
These are 7 things to keep in mind when turning in a basin.
- Turn in the direction that keeps the stern in the best water.
- Take nearly all sternway off the ship before starting to swing her.
- All factors being equal, turn the ship to the right to take advantage of the ship’s better turning characteristics backing and filling direction.
- Position the ship’s pivot point so the stern swings clear
- Fix the diameter of the basin in your mind before starting to turn
- When possible put the end of the ship to be swung in the area of maximum favorable current
- Put the ship at the end of the basin from which the current is flowing when starting the maneuver
Pg 153 Shiphandling for the Mariner - Macelrevey
In a river where is the deepest water as it flows from one bend to the next? When mid way between turns?
- The nearest path of the ebb tide as it flows from one bend to the next.
- Middle of the channel
Pg 154 Shiphandling for the Mariner - Macelrevey
At approximately what amount of anchor chain should be used when turning the vessel short round with an anchor?
2 x depth of water
Pg 154 Shiphandling for the Mariner - Macelrevey
What statement is true concerning the course card?
A. It should be made by the master
B. It should be made up for the entire run from the dock to sea
C. It should contain reaches or ranges in order with the course, length of the reach and turning point at the end of each reach.
D. All of the above
D. All of the above
Pg 161 Shiphandling for the Mariner - Macelrevey
True or False: A passage inked in advance on the chart with turning bearings, course and distances noted, together with the pocket course card, are very much a part of any proper passage plan.
True
Pg 162 Shiphandling for the Mariner - Macelrevey
At what speed are bow thrusters not effective?
2 kts
Pg 166 Shiphandling for the Mariner - Macelrevey
When anchoring and choosing an anchorage what are 9 things to consider?
- Direction and strength of current
- Depth of water.
- Type of bottom.
- Location of lee shore, shoals, or other hazards.
- Maneuvering room for approach.
- Number and location of ships already at anchor.
- Conditions affecting visibility, weather, and currents.
- Local customs and practices of the port.
- Swinging room after anchoring.
Pg 167 Shiphandling for the Mariner - Macelrevey
What may be a bail out plan if conditions in an anchorage are not conducive to a safe anchorage?
A. Dropping an anchor at short stay while you sort things out
B. Leaving the anchorage and returning when things get better
C. All of the above
C. All of the above
Pg 167 Shiphandling for the Mariner - Macelrevey
Are no circumstances should you pass close upstream or to windward of?
A. Buoys
B. Obstacles
C. Ships at anchor
D. All of the above
D. All of the above
Pg. 168 Shiphandling for the Mariner - Macelrevey
With ships with large sail areas and light drafts that turn in a strong wind may find it easiest to:
A. Turn into the wind with the bow going through the wind
B. Back and fill around the long way by bringing the stern into the wind
C. Stop and turn with the bow thruster
D. None of the above
B. Back and fill around the long way by bringing the stern into the wind
Pg 169 Shiphandling for the Mariner - Macelrevey
As depth of water decreases the ship’s tactical diameter increases so it is necessary to approach a shallow anchorage under a __________ speed.
Slow
Pg. 170 Shiphandling for the Mariner - Macelrevey
True or False: In depths greater than about 100 ft the brake may not be able to stop the chain when an anchor is let go from the hawse.
True. It may be necessary to lower the anchor nearly to the bottom before disengaging the wildcat and let the anchor fall the last few fathoms to the bottom.
Pg 171 Shiphandling for the Mariner - Macelrevey
What are 8 things to discuss with the bridge team prior to anchoring?
- When area anchors to use.
- Whether the ship will turn to the final heading before letting go.
- How much chain will be put out initially.
- Direction, ahead or astern, and approximate speed of the ship over the bottom when the anchor is let go.
- Whether the ship will be turned on the anchor.
- Whether the anchor should be held at short stay for maneuvering.
- If more than one anchor is used, how those anchors will be laid out.
- Final amount of chain to be used.
Shiphandling for the Mariner - Macelrevey
How many shots of chain should be used to assist a ship in turning into the anchorage on her final heading?
2 x the depth of water.
Pg 175 Shiphandling for the Mariner - Macelrevey
When letting go an anchor on a nearly recipricol heading which anchor should be let go and which way should be turned?
Starboard anchor for a starboard turn to take advantage of the ships twisting motion.
Pg 176 Shiphandling for the Mariner - Macelrevey
Which anchor should be used when turning to port or starboard on to the final heading?
A. The upstream or windward anchor after turning.
B. The downstream or down wind anchor after turning
C. Either anchor can be used.
A. The upstream or windward anchor after turning.
Pg. 176 Shiphandling for the Mariner - Macelrevey
What is the deep water considered in relation to ship’s draft?
Greater than 1.5 times
Pg 178 Shiphandling for the Mariner - Macelrevey
With a ship turning in deep water with a constant rpm how far ahead will the advance be from the starting position?
3 1/2 times the ship length, in shallow water these are approximately doubled
Pg 178 Shiphandling for the Mariner - Macelrevey
With a ship turning in deep water with a constant rpm how many lengths will the ship take to turn 90ºs from original course?
1 1/2 ship length, in shallow water these are approximately doubled
Pg 178 Shiphandling for the Mariner - Macelrevey
With a ship turning in deep water with a constant rpm how many ship lengths will it take to turn on the reciprocal course 180º from original course?
3 1/2 ship lengths, in shallow water these are approximately doubled
Pg 178 Shiphandling for the Mariner - Macelrevey
True or false: you should always anchor in the middle of an anchorage if it is free.
False you should never anchor in the middle of an anchorage its unseamanlike
Pg 180 Shiphandling for the Mariner - Macelrevey
When on or near the final heading and about to drop anchor you should _________.
A. Continue straight to the anchorage position
B. Kick the bow to port prior to letting go the anchor
C. Kick the bow to starboard prior to letting go the anchor
D. None of the above
B. Kick the bow to port prior to letting go the anchor. When backing the bow will turn back to starboard to the final heading.
Pg 181 Shiphandling for the Mariner - Macelrevey
When laying out the anchor chain why is important not to set the anchor too soon?
A. If the shank is not parallel to the bottom it may not dig in and ball up with mud causing difficulty to dig in again.
Pg 182 Shiphandling for the Mariner - Macelrevey
If there is a 1 kt current from ahead and you back until the quick water is amidships what speed will you be going? Is this an appropriate speed for laying out the anchor?
- 1 kt astern over the bottom
- Yes
Pg 182 Shiphandling for the Mariner - Macelrevey
True or False: the ship should not be stopped completely when anchoring.
True, just enough to slow sternway
Pg. 183 Shiphandling for the Mariner - Macelrevey
True or False the ship should have a little bit of sternway on to work against the anchor when setting.
True
Pg 182 Shiphandling for the Mariner - Macelrevey
Which type of moor: The ship is brought to her final, heading stemming, the current and wind, and the first anchor is let go, and then slacked as the ship continues to move slowly ahead to drop the second anchor the first chain is then he as the second chain is slacked so the ship drops back to ride between both anchors?
A. Standing moor
B. Running moor
C. Mediterranean moor
D. None of the above.
A. Running moor
Paige 185 Shiphandling for the Mariner - Macelrevey
This is a type of moor where the ship is on her final heading and backs dropping the first anchor, slacks the chain and maneuvers astern to drop the second anchor, the first anchor is heaved while slacking the second anchor until the ship rides between the two anchors. This is the best moor to lay anchors perpendicular to wind and current.
A. Standing moor
B. Running moor
C. Mediterranean moor
D. None of the above.
A. Standing moor
Pg 187 Shiphandling for the Mariner - Macelrevey
True or False: Mooring to two anchors may be the best way to anchor under some circumstances, despite potential problems.
True
Pg 188 Shiphandling for the Mariner - Macelrevey
When dredging an anchor how much chain should be used to be effective?
Twice the depth of water
Pg 195 Shiphandling for the Mariner - Macelrevey
Where should the anchor be dropped when dredging an anchor to assist in berthing? What should the reaction be to the ship when using?
Before arriving at the berth and dragged into position. At low revolutions the anchor should stop the ship in higher revolutions it should drag it and move forward.
Pg 197 Shiphandling for the Mariner - Macelrevey
True or False when dredging an anchor the engine should not be put astern.
False. There is no reason the engine can not be put astern.
Pg 197 Shiphandling for the Mariner - Macelrevey
What is true about using an anchor to hold a vessel in position?
A. Use minimum amount of chain until the ship has lost nearly all her way.
B. Holding effect is increased as speed is lost.
C. If a single anchor is not sufficient use a second anchor.
D. All of the above.
D. All of the above.
Pg 198 Shiphandling for the Mariner - Macelrevey
True or False: when using an anchor to assist in steering the amount of chain is not critical as long as the anchor does not fetch up.
True
Pg 199
Shiphandling for the Mariner - Macelrevey
Where does the pivot point go when using an anchor for steering?
A. Aft near the stern
B. Forward
C. Amidship
D. 1/4 L from the bow
B. Forward
Pg 200 Shiphandling for the Mariner - Macelrevey
True or False: when using an anchor to break a sheer it should always dig in.
False, it should not dig in so minimize the amount of chain slack.
Pg 200 Shiphandling for the Mariner - Macelrevey
True or False: the same effect used to break a sheer with the anchor is used to negotiate a bend whose radius is less than the ship’s normal turning radius.
True
Pg 200 Shiphandling for the Mariner - Macelrevey
What is the worst response when steering is lost?
A. Putting the Engine Full Astern
B. Using two anchors to stop
C. Putting the Engine Slow Astern
D. None of the above
A. Putting the Engine Full Astern
Pg 201 Shiphandling for the Mariner - Macelrevey
True or False if the bank has a steep gradient and is soft material the ship can be put alongside and held with the anchor regardless of the direction of wind or current.
True
Pg 203 Shiphandling for the Mariner - Macelrevey
When lying alongside a bank what should you avoid doing?
A. Using the outboard anchor
B. Using chain equal to 2 x the depth of water
C. Putting out so much chain that the vessel stops before she is alongside the bank
D. All of the above
C. Putting out so much chain that the vessel stops before she is alongside the bank
Pg 203 Shiphandling for the Mariner - Macelrevey
Using an anchor to back down keeps the stern from walking to port as much. When it does start to walk to port what should be done?
A. Come ahead on the engine with full port rudder
B. Stop the engine
C. Increase sternway
D. None of the above
B. Stop the engine
Pg 203 Shiphandling for the Mariner - Macelrevey
If the anchor is allowed to fetch up when using it to back down what happens?
The stern walks only to Port
Pg 204 Shiphandling for the Mariner - Macelrevey
When approaching a single point mooring after being at anchor close by how should the approach be?
The same direction she sat at anchor.
Pg 215 Shiphandling for the Mariner - Macelrevey
When is the heading adjusted when approaching a single point mooring and what speed is appropriate?
A. During initial stages
B. Mid way through the evolution of approach
C. In the final stages when the vessel slows down
D. None of the above
- C. In the final stages when the vessel slows down
- 1 kt
Pg 216 Shiphandling for the Mariner - Macelrevey
One large course change should be planned during the final stages of the approach to a single point mooring, why?
So you can knock off speed with a turn rather than making the full final approach at 1-2 kts you can go 3-4 and know off two knots quicker.
Pg 217 Shiphandling for the Mariner - Macelrevey
True or False: VLCCs and ULCCs generally steer very well at minimum speeds with the engine stopped.
True
Pg 218 Shiphandling for the Mariner - Macelrevey
Where are hoses and the buoy kept when approaching a SPM? Why?
On the port bow because when the ship comes astern the bow will move to starboard.
Pg 218 Shiphandling for the Mariner - Macelrevey
When hooking up to a SPM what is the primary limiting factor to consider during make up?
A. The wind speed and direction
B. The Sea State
C. The current velocity
D. None of the above
B. The Sea State. A moderate sea can make it impossible to hook up.
Pg 220 Shiphandling for the Mariner - Macelrevey
So long as these two things are accomplished the make up to a SPM is a safe and straightforward task.
- Speed is kept down to bare steerageway in the final stages.
- The ship is put on a heading close to that at which she will lie after mooring.
Pg 220 Shiphandling for the Mariner - Macelrevey
What is the approach to a multiple buoy mooring?
A. Into the sea and swell
B. Perpendicular to the line at which the anchors will be dropped
C. 90º to the axis of the berth along the line the buoys will be dropped.
D. None of the above
C. 90º to the axis of the berth along the line the buoys will be dropped.
Pg 229 Shiphandling for the Mariner - Macelrevey
True or False: When hooking up to multiple point mooring and the first anchor is dropped all seven shots are allowed to be let out on the way to the location of the second anchor drop spot.
True
Pg 229 Shiphandling for the Mariner - Macelrevey
True or False when setting up for a multi point mooring the ship proceeds past the axis of the berth and back and fills until in position to drop the second anchor.
False the ship is swung into position allowing for the natural twisting motion of the ship when backing to be accounted for.
Pg 230 Shiphandling for the Mariner - Macelrevey
What should be avoided when lines are going out in a multipoint mooring?
Do not let the propeller to turn.
Pg 230 Shiphandling for the Mariner - Macelrevey
When in a multiple point mooring operation is the strain in both anchors taken?
A. Never
B. When maneuvering back into the berth
C. When all lines are out
D. None of the above
C. When all lines are out
Pg 230 Shiphandling for the Mariner - Macelrevey
The procedure for setting up for a Mediterranean more is most similar to:
A. A running moor
B. A standing moor
C. A five point moor
D. None of the above
C. A five point moor
Pg 232 Shiphandling for the Mariner - Macelrevey
What angle do the anchors make from the ships heading to the drop point?
60 degrees
Pg 232 Shiphandling for the Mariner - Macelrevey
How much chain should be used with a Mediterranean moor?
A. 7 shots both anchors
B. 1 shot more than would be used for the depth of water off the berth
C. The amount that would be used for the depth of water off the berth.
D. None of the above
B. 1 shot more than would be used for the depth of water off the berth.
Pg 232 Shiphandling for the Mariner - Macelrevey
True or False in a meditterranean moor the engines should be stopped when running stern lines.
False, engines will be needed to keep the ship in position the stern lines must be kept clear of the props.
Pg 232
Shiphandling for the Mariner - Macelrevey
What piece of equipment is essential when maneuvering for a Mediterranean Moor?
Bow thruster
Pg 234 Shiphandling for the Mariner - Macelrevey
Which anchor (windward or leeward) do you heave first when letting go from a Mediterranean Moor? How many shots do you leave out when starting to heave the other anchor?
Windward you heave it to 2 shots then heave the leeward anchor.
Pg 235 Shiphandling for the Mariner - Macelrevey
True or False: twin screw twin rudder ships are inherently more responsive at low speeds than ships with single rudders.
True
Pg 238 Shiphandling for the Mariner - Macelrevey
When docking a twin screw vessel at the pier what is done to assist in a soft landing alongside the pier?
The direction of rotation of the propellers is reversed.
Pg 239 Shiphandling for the Mariner - Macelrevey
With twin propellers which (outboard turning or Inboard turning) is more efficient a moving the stern laterally?
Outboard turning
Pg 240 Shiphandling for the Mariner - Macelrevey
True or False: while operating in shallow water a twin screw vessel is more likely to take a sheer than a single screw vessel.
True, outboard prop is closer to the bank.
Pg 241 Shiphandling for the Mariner - Macelrevey
When docking a twin screw vessel and the stern starts setting in faster than the bow what can be done to correct this? Why does this resolve the situation?
A. The Outboard engine can be put ahead
B. The Inboard engine can be put astern
C. Both engines put astern
D. Both engines put ahead
- B. The Inboard engine can be put astern.
- The quick water will move up the side and lift the ship off the pier
Pg 242 Shiphandling for the Mariner - Macelrevey
The pilot comes aboard to take charge of the navigation of the vessel and brings with him at least these 6 pieces of expert knowledge?
- Local tides and currents
- Bottom and channel depths and configurations.
- Courses, distances, aids to navigation, and significant geographic features en route.
- Local customs and practices for ship movements.
- Local weather patterns.
- The shiphandling skills necessary to move vessels in the waters employed.
TBCCWS
Pg 293 Shiphandling for the Mariner - Macelrevey
True or False: a voluntary pilot is in a significantly different position then a compulsory one.
True
Pg 293 Shiphandling for the Mariner - Macelrevey
True or False a compulsory pilot is aboard in a purely advisory capacity.
False, compulsory pilots are aboard by law and are in charge of the navigation of the ship while aboard and the ship’s crew is required to obey the compulsory pilots orders.
Pg 295 Shiphandling for the Mariner - Macelrevey
What is the exception to ships requiring a pilot onboard in most inland waters in the United States?
American flag vessels operating in the coastwise trade.
Pg 295 Shiphandling for the Mariner - Macelrevey
True or False: Even with a pilot onboard the master retains responsibility for the vessel and her operation, for having a competent watch on duty and seeing that they perform their duty efficiently, for ensuring that a proper look out is maintained and the Rules of the Road are followed.
True
Pg 296 Shiphandling for the Mariner - Macelrevey
The master is responsible for which of the following:
A. His own professional competence
B. To have sufficient knowledge and experience to be able to judge pilot performance and recognize pilot error.
C. To have studied local waters and be aware of published hazards
D. All of the above
D. All of the above.
Pg 296 Shiphandling for the Mariner - Macelrevey
The master can relieve the pilot of the conn and complete a meneuver then __________
A. return the conn to the pilot
B. Complete the voyage to the dock or berth
C. Take the vessel to anchor
D. A and C only
D. A and C only
Pg 298 Shiphandling for the Mariner - Macelrevey
True or False: the shipboard team should exist only to supply information and assist as assigned by the responsibility of the master or pilot.
True
Pg 299 Shiphandling for the Mariner - Macelrevey
This is an organization designed to reduce errors and omissions through a system of checks and delegation of duties.
Bridge Resource Management
Pg 299 Shiphandling for the Mariner - Macelrevey
This is the name for a conning officers interpreting the event as he expects it to be based on assumption or previous experience that may not be applicable.
Perceived world
Pg 300 Shiphandling for the Mariner - Macelrevey
What are 7 ways a conning officer may fail to recognize the errors?
- Failure to set priorities
•2. Inadequate monitoring
•3. Failure to delegate tasks and assign responsibilities - Failure to use available data
- Failure to communicate
•6. Preoccupation with minor technical problems - Loss of situational awareness
Pg 300 Shiphandling for the Mariner - Macelrevey
Pilots generally operate in which watch condition?
A. 1
B. 2
C. 3
D. 4
D. 4
Pg 301 Shiphandling for the Mariner - Macelrevey
True or False: the pilots requirements are more intense and fluid in nature as events occcur more quickly and there is less leeway for error in pilot waters.
True
Pg 301 Shiphandling for the Mariner - Macelrevey
The pilot is charged by the commissioning authority to navigate in the best interests of ______________.
A. The Crew and State
B. The Master and local environment
C. The state and Local environment
D. The company and crew
C. The state and local environment
Pg 302 Shiphandling for the Mariner - Macelrevey
Who is included in the bridge team?
A. Deck officers and unlicensed crew
B. Deck officers, unlicensed crew and master
C. Deck officers, unlicensed crew, master and pilot
C. Deck officers, unlicensed crew, master and pilot
Pg 302 Shiphandling for the Mariner - Macelrevey
The bridge team must be sufficient size to perform a normal bridge duties, BRM groups into three general areas what are they?
- Collision Avoidance - detecting and avoiding other vessels
- Navigation - keeping the vessel safely clear of shoal water, close to intended track and near or on schedule
- Administration - routine watch duties, such as communications, log keeping exc.
pg 302 Shiphandling for the Mariner - Macelrevey
How many watch conditions are there and which one requires the least crew and the most?
- 4
- Watch condition 1
- Watch condition 4
Pg 302 Shiphandling for the Mariner - Macelrevey
True or False: Bridge watch duties have considerable overlap which allows members to cross-check each other.
True
Pg 303 Shiphandling for the Mariner - Macelrevey
Effective BRM dictates that duties are divided based on the _________ of team members.
A. Experience
B. Knowledge
C. Expertise
D. Confidence
C. Expertise
Pg 303 Shiphandling for the Mariner - Macelrevey
What does a Master/Pilot exchange do for a shared mental model required for effective BRM?
A. Completes it
B. Forms it
C. Deters it
D. None of the above
B. Forms it
Pg 304 Shiphandling for the Mariner - Macelrevey
The master who is responsible for training should schedule meeting in what four parts of the voyage?
- Pre-voyage
- Post-voyage
- Monthly
- Special
Pg 304 Shiphandling for the Mariner - Macelrevey
What should be inked on a chart to avoid mistakes and to save future work?
- Courses and distances in each reach or leg of a port passage.
- Each turning point, with a reference buoy or bearing and distance off a prominent aid or point of land.
- Set and drift at several significant points along the route.
- Time of high and low water at similar points.
- Location of anchorages, pilot boarding areas, and the location where tugs will be met and made fast.
- Shoals and hazards highlighted to bring them to the navigator’s attention during the passage.
Again, everything except the times of tides and current changes 1s ink to aid mistakes and to save future work, since the
Pg 309 Shiphandling for the Mariner - Macelrevey
What size should the course card be and why that size?
Pocket size to minimize distraction from the ships operation and allows the master to remain at centerline window to conn the ship or observe the pilot.
Pg 309 Shiphandling for the Mariner - Macelrevey
What is an issue with the use of ECDIS onboard?
A. The screen can be too bright and effect situational awareness
B. Mates must be trained to use every feature prior to getting underway
C. The amount of information can be overwhelming and detract from the navigation of the vessel.
D. All of the above
C. The amount of information can be overwhelming and detract from the navigation of the vessel.
Pg 311 Shiphandling for the Mariner - Macelrevey
How do pilots use VRMs to make a turn?
They set the VRM for the known distance they would like to start the turn and when it hits that point they can start.
Pg 324 Shiphandling for the Mariner - Macelrevey
What is an EBL commonly used for?
A. To start a turn
B. To complete a turn
C. To monitor the progress through the turn
C. To monitor the progress through the turn
Pg 324 Shiphandling for the Mariner - Macelrevey
How is an EBL used to monitor a ship’s turn?
Setting the EBL on the next course the pilot can watch as the EBL falls into the next range. The helm is put over as the EBL nears the desired track and the rate of turn is adjusted so the EBL falls on the desired location in the channel when the turn is finished.
Pg 324 Shiphandling for the Mariner - Macelrevey
How may a pilot use DGPS system to make a turn? What functions are used?
Distance to go and distance to waypoint, the pilot may use the distance to the intersection when starting a turn and distance off the centerline of the next leg to adjust rate-of-turn. They can also set an EBL on the laptop so it sees around the corner and can see the EBL on the next range.
Pg 325 Shiphandling for the Mariner - Macelrevey
How do meeting points on pilot DGPS meeting points differ from CPA you get on a radar?
A. Meeting points are based on planned speed rather than constant speed from a CPA
B. Meeting points are based on programmed speed and courses rather than constant speed and straight line courses from CPA.
C. Meeting points are based on programmed courses and constant speed rather than straight line course and constant speed from CPA.
D. Meeting points and CPAs are the same.
C. Meeting points are based on programmed courses and constant speed rather than straight line course and constant speed from CPA.
Pg 326 Shiphandling for the Mariner - Macelrevey
Where are meeting points on DGPS Pilot systems useful?
A. Meeting in Narrow channels
B. Overtaking in Narrow Channels
C. Where vessels are not visible to each other
D. All of the above
D. All of the above
Pg 326 Shiphandling for the Mariner - Macelrevey
What is an example of active management of traffic vs. passive?
A. Using AIS to provide information on ECDIS
B. VTS relaying traffic updates to mariners and pilots
C. Laptop-based DGPS presentations that receive and display positions and data
D. All of the above.
C. Laptop based DGPS presentations that receive and display positions and data.
Pg 328 Shiphandling for the Mariner - Macelrevey
When working at a higher heights above water distance and speed of advance is distorted in which way?
A. The ship moves much faster and much closer to points of reference than it actually is.
B. The ship moves much slower and farther from points of reference than it actually is.
C. The ship moves much slower and closer to points of reference than it actually is.
D. The ship moves much faster and farther away from points of reference than it actually is.
C. The ship moves much slower and closer to points of reference than it actually is.
Pg 330 Shiphandling for the Mariner - Macelrevey
Which of the following about vision at night is correct?
A. On a clear night objects appear closer
B. When visibility deteriorates objects look farther away
C. It is more important to look abeam or aft since since it is impossible to estimate speed by look ahead during hours of darkness
D. All of the above
D. All of the above
Pg 331 Shiphandling for the Mariner - Macelrevey
Relative motion is quite helpful when estimating distances, at more than ______ miles distance a buoy will appear nearly stationary, at ________ miles it changes in bearing and becomes noticeable and when it is close at hand movement equals the speed of the ship.
- 2 miles
- 1 mile
Pg 332 Shiphandling for the Mariner - Macelrevey
What is the most common problem when turning a vessel around a bend or corner?
Starting the turn too early
Pg 74 Shiphandling for the Mariner
True or False: When it is possible to determine where to start a turn using channel widths and the theoretical turning radius of the ship it is much better to learn the vessel by instincts and feel.
True
Pg 75 Shiphandling for the Mariner
Where should you start a turn?
A. When the bow is even with a buoy of reference at the start of the turn.
B. When the pivot point is even with a buoy of reference at the start of the turn.
C. When the pivot point is near to abeam of the center of the turning circle
D. When the stern crosses abeam of a buoy of reference.
C. When the pivot point is near to abeam of the center of the turning circle
Pg 75 Shiphandling for the Mariner
When in doubt about how much rudder to give in a turn which statement is true?
A. Use more than you think is necessary
B. Use less than you think is necessary
C. Consult the ship maneuvering board for details on the ship’s turning circle.
D. None of the above
A. Use more than you think is necessary. You can always reduce rudder if necessary.
Pg 75 Shiphandling for the mariner
What are the hazards of starting a turn too early?
A. You may turn out of the channel.
B. You may not be able to stop the swing of the ship.
C. You may not be able to start the turn again once checked because of bank suction.
D. None of the above
C. You may not be able to start the turn again once checked because of bank suction.
Pg 75 Shiphandling for the Mariner
