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Maison Tests en ligne CES Tous types de navires MASTER / Ch-Officer Test for seamans about Sea Passage Planning (CES)
Tests en ligne : Test for seamans about Sea Passage Planning (CES)
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In the execution stage of a Voyage Planning, can the use of Parallel Index lines remove the need to take regular fixes?
Never.
Always.
Sometimes.
Depends on the location of the vessel.
What is the favourite method used for position fixing?
GPS positions.
Visual bearings.
Positions obtained by radar.
Dead reckoning.
When Voyage Planning and marking the “wheel over” position on the chart, what factors could possibly change the size of the turning circle and need to be considered?
Engine Revolutions, direction and speed of any current and depth of water.
Speed of ship, direction of any current.
Speed of vessel, direction and speed of any current and depth of water.
Direction and speed of any current and depth of water.
When Voyage Planning is it possible to be totally reliant on the vessels position as shown on the ECDIS?
No, there should never be total reliance on one method of fixing the ship’s position.
Yes, the modern ECDIS is totally reliable and can be depended upon.
Yes, because the ECDIS cross references visual bearings and electronic fixes automatically.
It can only be totally relied upon when the HDOP of the GPS is small.
When Voyage Planning why is it important to consider strategic Weather Routeing advice?
Weather Routeing is not normally important to consider, unless on a long trans-ocean voyage.
The significance of weather routeing is normally only important for passenger ships to ensure a smooth passage for their passengers.
Weather routeing only requires the Officer of the Watch to carefully monitor the local weather forecasts.
Weather Routeing can reduce structural stress and damage and reduce fuel consumption.
When Voyage Planning, is it ever possible to prepare for reduced visibility and “blind” pilotage?
Sometimes, since reduced visibility can be seasonal in some places and an increased likelihood of its occurrence can be predicted.
No, reduced visibility is a meteorological occurrence and cannot be predicted.
Only on coastal voyages since reduced visibility can only be forecasted locally and there is no long distance prediction.
Only on short voyages since reduced visibility can be predicted within a few days and never long term.
When Voyage Planning, is there any advantage to have a waypoint, or wheel-over position, when a significant headland (or visible navigational mark) is abeam?
No, with the use of GPS there is no advantage.
Yes, it makes it easier to know that the vessel has arrived at that position.
No, a waypoint should be positioned to suit the overall plan.
Yes, it will always be significant to any changes in the direction of the current and the allowance to the course to steer.
When Voyage Planning, what is the main consideration when selecting a Great Circle route between two locations on the voyage?
The main consideration is to keep the vessel within limiting latitudes and better weather.
The main consideration is to keep the vessel out of areas where ice may be expected.
The main consideration is to reduce the overall steaming distance between departure and destination ports.
The main consideration is to avoid environmentally sensitive areas.
When Voyage Planning, what other information, if any, is provided by standard Routeing Charts in addition to suggested routes through the area covered by the chart?
Traffic separation schemes and prevailing weather patterns are provided.
There is only the suggested routes to steer through different areas, no other information is provided.
Weather particulars the vessel will experience are provided.
The density of traffic the vessel will experience on the suggested route is provided.
When Voyage Planning, where is information found about how to navigate in the vicinity of a Traffic Separation Scheme?
International Regulations for the Prevention of Collision at Sea.
Notice to Mariners.
List of Radio Signals Volume 5.
Routeing Chart for that area.
When Voyage Planning, who is ultimately responsible to verify that the Passage Plan is the safest and most suitable route from Departure berth to Destination port berth?
Navigation Officer.
Master.
Officer of the Watch.
All the Bridge team.
When executing a Voyage Plan and the vessel has been forced off the planned route by crossing traffic, should the Officer of the Watch (OOW) bring the vessel back to the planned route as quickly as possible?
Yes, the ship should be returned to the planned course as quickly as possible.
No, the vessel should always be brought back to the planned track at the next waypoint.
No, the vessel should be brought back to the planned course in convenient manner, without radical alterations.
No, the ship should proceed on a parallel course to the planned course providing it is within the safety margins.
When executing a Voyage Plan, which suggests the use of “parallel index” techniques, is it correct to reduce the interval of taking positions?
No, the frequency of position fixing should be maintained.
Yes, the parallel index line will indicate the position accurately.
Yes, the parallel index line continuously monitors the ships position.
Yes, the frequency of taking positions can be reduced, but not stopped.
When executing a Voyage Plan, how often should the position of the ship be obtained and marked on the chart?
Every half hour.
Every hour.
When the Officer of the Watch has the opportunity and there are good visual navigational marks.
It depends on the location and how close the ship is to danger.
When initially planning a Voyage, is it necessary to take into account Squat, or should it be left until the vessel arrives at the position where it may be significant?
No, Squat can only be considered when the vessel arrives at the specific locality and the tidal depths are known.
Yes, Squat should be taken into account at both planning and execution stages.
No, a planned course should always avoided a location where the effects of squat would be significant.
No, Squat is affected by the way the vessel is loaded and needs only to be considered when the cargo or ballast is being loaded.
When involved with Voyage Planning a Bridge Note Book is used to record information about the voyage plan. Is the Bridge Note Book a mandatory document which follows an approved standard format?
Yes, IMO stipulates that when Voyage Planning, all relevant information must be recorded into a Bridge Note Book and be available to the OOW.
No, the Bridge Note Book is a voluntary method to record voyage planning data notes effectively.
No, a Bridge Note Book is not mandatory, but if used must follow IMO guidelines and be a well-defined and structured book to record relevant information.
No, all relevant information must be kept together for easy use and should be noted on the chart.
When planning a voyage is it mandatory for all vessels to comply with a Traffic Separation Scheme (TSS)?
Yes, all vessels must comply with the TSS when navigating in that area.
No, only deep draught vessels are compelled to comply with a TSS.
No, Coastal traffic may ignore the TSS.
No, TSS are voluntary schemes to aid the traffic in that area and are not mandatory.
When planning a voyage what dangers to a ship must be considered when trading in areas where ice may be expected?
Collision with an iceberg, loss of stability due to ice build-up and structural damage.
Water and hydraulics pipes freezing and stopping machinery operation is the main danger.
Loss of stability due to ballast water and fuel freezing in the tanks is the main danger.
Structural damage to the ship is the only danger to be considered.
When voyage planning, what is of utmost importance when planning a route in latitudes where ice is present?
The vessel’s stability.
Whether or not to follow a great circle route.
Limiting latitudes in a great circle track.
Whether the crew have sufficient warm clothing.
Where should information regarding “Safe distances of limiting danger lines” and “Tidal streams and heights be entered”?
On charts.
In the logbook.
In the bridge notebook.
Pilot boarding area.
Which one of the given options best describes the way in which information should be entered onto the chart when using large scale charts during Voyage Planning?
The track, of course to make good is entered on the chart after the shallow patches are hatched and danger limit lines and safety margins are drawn on the chart.
The shallow patches are hatched and then course to make good is entered on the chart in the middle of the channel or area. The safety limits are then entered from the course to make good.
The course to steer is drawn on the chart first and then other relevant information highlighted around that course.
It depends on the region covered by the chart, but the course to steer is always the first line drawn on the chart.
Which one of the statements given in the options is true in relation to route selection during Voyage planning?
The quickest route should be selected in order to save costs for the ship owner.
The route to select when planning a voyage should prioritize the voyage time and potential bunkers consumed.
It should be the safest for the ship and the environment, which is not always the quickest.
The shortest distance is always the best route to select when planning a voyage.
Which type of chart is used to determine the track of a Great Circle Route?
Gnomic Chart.
Mercator Chart.
Large scale coastal charts.
Raster Chart.
Which volume of the List of Radio Signals publications is the primary one used in Voyage Planning?
Volume 6.
Volume 5.
Volume 4.
Volume 1.
Why are electronic navigation systems not 100 % reliable for position fixing accuracy?
Because they can fail at any time.
Because they all suffer from the effects of atmospheric propagation.
Because their performance diminishes over a period of time.
Because they are located inside the wheelhouse.
Why should a previous voyage plan, developed for an identical voyage, not be used?
Because the condition of the ship, time of the year and navigational information may have changed.
Because SOLAS does not permit it.
Because the old courses and vessel’s positions may cause confusion.
Because traffic densities around Traffic Separation Schemes may have changed.
Will the study of ocean currents and consequent adjustment of courses to take them into account during the planning of a voyage, have any affect on the overall time at sea of the vessel when the plan is executed?
No, never.
Possibly.
Unlikely.
Almost definitely.
With reference to Voyage Planning, what is the normal use of a Bridge Note Book?
A Bridge Note Book is used to record the positions of the vessel during the voyage.
A Bridge Note Book is used to record significant navigational data which was found during the Appraisal stage of the Voyage Plan.
A Bridge Note Book is used to record all the Temporary and Preliminary (T&P) notices to Mariners.
A Bridge Note Book is used to record the times that the vessel altered course at all the track waypoints.
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