Maison Tests en ligne CBT Test for seamans about Voyage Planning, Pilotage and Berthing (CBT)

Tests en ligne : Test for seamans about Voyage Planning, Pilotage and Berthing (CBT)

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Question 1 depuis 19

In relation to a detailed voyage plan, which of the given options is the most likely indication arising from an uneventful voyage, with unused contingency plans and minimum items referenced in the Bridge Note Book?

It is probably an indication of an excellent plan.

It is probably an indication that the ship was lucky and experienced good weather throughout the voyage.

It is probably an indication that the plan can be simpler next voyage.

It is probably an indication that the plan covered more than was required.

In the Voyage Planning process where, during the Voyage, should it be considered that most incidents are likely to happen?

There is no point during a voyage that an incidents are more likely, incidents can happen at any time.

During transit of a Traffic Separation Scheme.

During a coastal passage.

During berthing and Un-berthing.

What is of utmost importance, when passage planning for a vessel with draught restrictions?

Tidal movements and time of tides.

Displaying day and night signals on board.

ETA at waypoints.

When in narrow channels, always keeping to the starboard side of the channel.

What is the quickest means of knowing whether a vessel is being affected by currents, when coasting?

Use of the echo sounder.

Use of parallel indexing.

By visual bearings of conspicuous objects.

By the Doppler log.

What should be done if a deviation creates considerable time delays?

The vessel’s speed should be increased.

The vessel should be brought back onto its intended track.

All subsequent waypoint ETAs should be adjusted accordingly.

The closest VTS should be informed.

When Voyage Planning, should the primary method of navigation always be the GPS?

Yes, because the GPS is accurate within a few metres.

No, visual positions should always be the primary method to fix the vessel’s position.

Yes, because GPS provides positions in the middle of the ocean.

No, it depends on the location and circumstances.

When Voyage Planning, why should the plan suggest alternative methods to fix the vessels position?

Alternative methods to fix the vessel’s position are needed because sometimes there are no visual marks identified.

Alternative methods to fix the ship’s position are taken because the OOW needs to practice these various competencies.

Alternative methods to fix the vessels position are needed because no single method is 100 % reliable.

Alternative methods to fix the vessel’s position are not needed because GPS is always accurate.

When approaching port, why should a voyage plan have to identify more than one possible anchorage area?

Because it is mandatory, under international regulations.

Because in an emergency a vessel should have an alternative anchorage option.

So that the Master may choose an anchorage with the least number of ships.

So that an appropriate anchorage may be chosen, for better shore communications.

When conducting a Voyage Plan and using GPS, ECDIS and other modern navigational aids, is it still necessary to determine the error of the magnetic compass?

Yes, very occasionally.

No, never.

Yes, but only in special circumstances.

Yes, always.

When executing a Voyage Plan, what is meant by “situation awareness” with reference to navigation?

Situation awareness means appreciating the complete situation all around the ship and also on the ship.

Situation awareness means the Officer of the Watch knows which navigational marks are available to take positions.

Situation awareness means the Officer of the Watch understands the requirements of the Bridge Team.

Situation awareness means knowing whether a ship is on a collision course.

When executing a Voyage Plan, what would be the significance to the OOW when the predicted time at a way point is significantly different to the actual time arriving at that position?

The OOW would consider altering the time at the next waypoint to correct the time difference.

It could be ignored as the Voyage Plan would have been constructed a long time before it was executed.

The OOW should treat it as a warning something may be wrong.

It indicates that the Voyage Plan is incorrect.

When passage planning, what external factor should be considered when considering the vessel’s speed?

Ocean temperatures.

The presence of icebergs.

Traffic density in certain areas.

The effects of ocean currents.

When passage planning, what should be prepared in advance for coming alongside?

A docking plan.

A copy of the ship’s manoeuvring characteristics.

A berthing plan.

Composition of the bridge team.

When passage planning, where should VTS reporting locations be made?

On the VHF.

In the Bridge notebook.

On the bridge console.

On charts and in the Bridge notebook.

Which one of the given options is correct in relation to following a Voyage Plan when a pilot is on board the vessel?

The pilot normally will make minor adjustments to the original Voyage plan independently as he navigates within the pilotage area.

A Voyage plan is not required when a pilot is on board as he is very familiar with this part of the voyage.

The Voyage plan may be adjusted by the pilot with the agreement of the Master.

The Voyage Plan should not require any adjustment when the pilot boards the vessel.

Why does a radar picture not always follow the charted coastline?

Because of poor surveys of coastlines in some areas of the world.

Because of poor radar reflections from some coastal areas.

Because by the time the radar receives a signal, the vessel has moved along its track.

Because of interference from radars on other ships.

Why should buoys not be used, with regard to position fixing?

Because navigational charts warn against this practice.

Because they could be adrift.

Because they are only meant to mark fairways and dangers.

Because they are too small to obtain a fix.

Why should the echo sounder be frequently used in shallow waters?

Because it is an international requirement.

To cross-check the position of underwater obstructions with the chart in use.

To warn the navigator of possible squat.

To provide a useful position line when crossing a particular depth contour.

Why would a voyage plan possibly need adjustment when a pilot arrives on board?

Because voyage plans do not cover the pilotage phase of a voyage, in detail.

Because he/she will have the latest local knowledge, for which the voyage plan may need to be adjusted.

Because this is standard practice with most pilots.

Because the pilot may not be satisfied with the voyage plan.

Этот тест предназначен для оценки знаний и навыков, связанных с планированием рейса, лоцманской проводкой и швартовкой, что включает в себя выбор безопасного маршрута, координацию с лоцманами и правильное управление судном при маневрировании в портах.

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