USCP 7 Flashcards

Question

Lights

Answer 1

Nominal range: The maximum distance at which a light may be seen in clear weather (meteorological visibility of 10 nm) expressed in nautical miles. Luminous range: Maximum distance at which a light may be seen under the existing visibility conditions. Geographic range: a function of only the curvature of the earth and is determined solely from the heights above sea level of the light and the observers eye.

Answer 2

May be on physical aid or may be a "virtual" aid that does not physically exist transmitted from a remote location.

Answer 3

Where installed, clearance gauges are generally vertical numerical scales, reading from top to bottom, and show the actual vertical clearance between the existing water level and the lowest point of the bridge over the channel. Bridge lights are fixed red and green and are privately maintained; they are generally not charted or described in USCP. All bridge piers (and their protective fenders) and abutments that are in or adjacent to a navigation channel are marked on all channel sides by red lights. On each channel span of a fixed bridge, there is a range of two green lights marking the center of the channel and a red light marking both edges of the channel, except that when the margins of the channel are confined by bridge piers, the red lights on the span are omitted, since the pier lights then mark the channel edges. On all types of drawbridges, one or more red lights are shown from the drawspan then the span is closed; when the span is open, the higher red lights are obscured and one or two green lights are shown from the drawspan, higher than the pier lights.

Answer 4

Lights, daybeacons, and buoys along dredge channels do not always mark the bottom edges. Due to local conditions, aids may be located inside or outside the channel limits shown by dashed lines on a chart.

Answer 5

Navigation Rules, International-Inland, Rule 7, states, in part, that every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects. This rule places an additional responsibility on vessels that are equipped and manned to use radar to do so while underway during periods of reduced visibility without in any way relieving commanding officers of the responsibility of carrying out normal precautionary masures.

Answer 6

Navigation Rules, International-Inland, Rule 34(d) states that when vessels in sight of one another are approaching each other and from any cause either vessel fails to understand the intentions or actions of the other or is in doubt wether sufficient action is being taken by the other to avoid collision, the vessel in doubt shall immediately indicate such doubt by giving at least five short and rapid blasts on the whistle.

Answer 7

Navigation Rules, International-Inland, Rule 9(b) states that a vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.

Answer 8

General principles for navigation in TSS are as follows: 1. A ship navigating in or near a TSS adopted by IMO shall in particular comply with Rule 10 of the 72 COLREGS to minimize the development of risk of collisions with another ship. The other rules of the 72 COLREGS apply in all respects, particularly the steering and sailing rules if risk of collision with another vessel is deemed to exist. 2. TSS are intended for use by day and by night in all weather. 3. TSS are reccommended for use by all ships unless stated otherwise. 4. A deep water route is an allied routing measure primarily intended for use by ships that require such a route because of their draft in relation to the available depth of water in the area concerned. 5. The arrows printed on charts indicate the general direction of traffic. 6. Keep clear of TSS separation line or zone. 7. Avoid anchoring in a TSS or near the termination of a TSS.

Answer 9

The owner, master, or person in charge of each vessel underway shall ensure that: (a) The wheelhouse is constantly manned by persons who: (1) Direct and control the movement of the vessel and (2) Fix the vessel's position (b) Each person performing a duty described in Paragraph (a) of this section is competent to perform that duty (c) The position of the vessel at each fix is plotted on a chart of the area and the person directing the movement of the vessel (PDMV) is informed of the vessel's position (d) Electronic and other navigational equipment, external fixed AToN, geographic reference points, and hydrographic contours are used when fixing the vessel's position. (e) Buoys alone are not used to fix the vessel's position (f) The danger of each closing visual or radar contact is evaluated and the PDMV knows the evaluation. (g) Rudder orders are executed as given. (h) Engine speed and direction orders are executed as given. (i) Magnetic variation and deviation and gyrocompass errors are know and correctly applied by the PDMV. (j) A person whom he has determined is competent to steer the vessel is in the wheelhouse at all times. (k) If a pilot other than a member of the vessel's crew is employed, the pilot is informed of the draft, maneuvering characteristics, and pecularities of the vessel and of any abnormal circumstances on the vessel that may affect its safe navigation. (l) Current velocity and direction for the area to be transited are known by the PDMV. (m) Predicted set and drift are known by the PDMV. (n) Tidal state for the area to be transited is known by the PDMV. (o) The vessel's anchors are ready for letting go. (p) The PDMV sets the vessel's speed with consideration for: (1) The prevailing visibility and weather conditions (2) The proximity of the vessel to fixed shore and marine structures. (3) The tendency of the vessel underway to squat and suffer impairment of maneuverability when there is small UKC. (4) The comparitive proportions of the vessel and the channel. (5) The density of marine traffic. (6) The damage that might be caused by the vessel's wake. (7) The strength and direction of the current (8) Any local vessel speed limit. (q) The tests required by 164.25 are made and recorded in the vessel's log. (s) The equipment required by this part is maintained in operable condition.

Answer 10

Each vessel must have the following: (a) A marine radar system for surface navigation (b) An illuminated magnetic steering compass, mounted in a binnacle, that can be read at the vessel's main steering stand. (c) A current magnetic compass deviation table, graph, or compass comparison record for the steering compass, in the wheelhouse. (d) A gyrocompass (e) An illuminated repeater for the gyrocompass that is at the main steering stand, unless the gyrocompass is illuminated and is at the main steering stand. (f) An illuminated rudder angle indicator in the wheelhouse. (g) The following maneuvering information prominently displayed on a fact sheet in the wheelhouse: (1) A truning circle diagram to port and starboard that shows the time and distance and advance and transfer required to alter course 90° with maximum rudder angle and constant power settings, for either full of half speeds, or for full and slow speeds. For vessels whose turning circles are essentially the same in both directions, a diagram showing a turning circle in one direction, with a note on the diagram stating that turns to port and starboard are essentially the same, may be substituted. (2) The time and distance to stop the vessel from either full and half speeds, or from full and slow speeds while maintaining approximately the initial heading with minimum application of rudder. (3) For each vessel with a fixed propeller, a table of shaft RPM for a representative range of speeds. (4) For each vessel with a controllable pitch propeller, a table of control settings for a representative range of speeds. (5) For each vessel that is fitted with an auxiliary device to assist maneuvering, such as a bow thruster, a table of effective speeds at which the auxiliary device is effective in maneuvering the vessel. (6) The maneuvering information for the normal load and ballast condition for: (i) Calm weather - wind 10 knots or less, calm sea (ii) No current (iii) Deep water conditions - water depth twice the vessel's draft or greater (iv) clean hull (h) An echo depth sounding device (i) A device that can continuously record the depth readings of the vessel's echo depth sounding device. (j) Equipment on the bridge for plotting relative motion. (k) Simple operating instructions with a block diagram, showing the changeover procedures for remote steering gear control systems and steering gear power units, permanently displayed on the navigating bridge and in the steering gear compartment. (l) An indicator readable from the centerline conning position showing the RPM of each propeller. (m) If fitted with CPP, an indicator readable from the centerline conning position showing the pitch and operational mode of such porpellers. (n) If fitted with lateral thrust propellers, an indicator readable from the centerline conning position showing the direction and amount of thrust from such propellers. (o) A telephone or other means of communication for relaying headings to the emergency steering station. Also, arrangements for supplying visual compass readings to the emergency steering station.

Answer 11

(a) If during a voyage any equipment required by this part stops operating properly, the person directing the movement of the vessel (PDMV) may continue to the next port of call, subject to the directions of the District Commander or Captain of the Port, as provided by 33 CFR 160. (b) If the vessel's AIS, radar, radio navigation receivers, gyrocompass, echo depth sounding device, or primary steering gear stops operating properly, the PDMV must report or cause to be reported that it is not operating properly to the nearest Captain of the Port, District Commander, or, if participating in a Vessel Traffic Service, to the Vessel Traffic Center, as soon as possible.