Онлайн-тестирование: Test about Voyage Planning (CBT)

Only during daylights hours, when visibility is good and traffic etc. make it safe to do so.

Only during periods of good visibility.

Always during daylight hours.

Never.

Yes, only when equipment complies and is operated as approved by the Flag State.

Yes, only if approved and operating as specified by the ship owner.

Yes, only when the ECDIS uses UK Admiralty Raster Charts.

Never.

Most attacks take place in territorial waters.

Number of attacks are approximately 50/50 % in international and territorial waters.

The most serious attacks take place in international waters.

Most attacks take place in international waters.

Careful ahead manoeuvring of the main engine.

By applying astern power.

By applying emergency full astern power.

Not possible.

By effectively steering the vessel.

By lowering the anchor to about 4 shackles.

By lowering the anchor to the water surface.

Not possible.

All messages should be in the language of the majority of the bridge team.

In clear and precise messages delivered in standard Maritime English.

Any instructions should be in the native language of the pilot.

Responses to any orders are sufficient indication of understanding.

Make an appropriate note in the log book and no further action.

Inform the Master.

Check the new plan is safe and no further action.

No special action is necessary.

Visual observations only.

Radar observation only.

Visual bearings of Buoys and sea marks only.

By visual, radar and any other available means.

Brazilian waters.

Open sea.

Malaysian waters.

Indonesian waters.

VHF and MF.

VHF only.

MF only.

Satellite only.

Yes, always.

Not always necessary.

Only the important ones.

When it is obvious there may be dangerous circumstances.

4 (Appraisal; Planning; Execution and Monitoring).

3 (Planning; Execution and Monitoring).

2 (Planning and Monitoring).

1 (Planning).

To provide detailed navigational and safety information for ships in the area.

To evaluate ships using the port or coastal region.

To provide only local knowledge and instructions for all ships in the area.

To provide only tidal and weather information for ships, participating in VTS.

A reduction of stress, improved voyage efficiency and additional safety.

Sufficient information at hand without reference to chart and publications.

Reduction of involvement in everyday navigational activities by the Master.

A safe passage throughout the voyage.

Only up-to-date charts and publications fully corrected.

British Admiralty charts and documents.

Flag state documents and charts.

Only charts using WGS84 datum and appropriate publications.

By Parallel Indexing on the radar.

By GPS positions.

By visual bearings.

By use of transit bearings.

Make sure, that the chart and the GPS use the same datum or make any necessary corrections to the GPS readout.

Reading the position correctly before plotting on the chart.

Plotting the position carefully using the GPS readout.

Make sure the chart has updated corrections, before plotting the GPS readout.

An illegal act committed on the high seas.

The act of boarding a vessel by unwanted persons.

The act of removing items from a ship at sea by persons using force.

The interference of a voyage by unwanted persons on the high seas.

To comply with STCW95 requirements.

To comply with statutory requirements.

To provide general information about the intended voyage.

To provide adequate preparation and support to the bridge team for the intended voyage.

Straight line on Mercator chart.

Composite great circle.

Rhumb line.

Great circle.

Mooring equipment.

Hand steering and engine manoeuvring effectiveness only.

Astern movement on engines only.

All navigational, propulsion, communication and mooring equipment.

Complete authority to the master to allow him/her to establish correct bridge procedures.

A copy of the STCW code of practice.

A complete management procedures guide.

Clearly defined bridge procedures for planning and execution of voyage plan.

A severe temperature change.

An anticyclone.

A frontal depression.

A TRS.

Regularly, and when preparing for sea and entering port.

No set times, just as often as possible.

When errors are indicated.

When time allows.

Whenever there are suitable headlands or marks to provide referencing.

When navigating on the coast only.

When navigating in a river or port entrance only.

Never.

When the relief understands the present situation, is fully capable and all existing manoeuvres have been completed.

As soon as the relief arrives on the bridge.

When the OOW is satisfied, his relief is understanding the situation.

When the relief is aware of present situation, and has gained his/her night vision.

Prior to sailing.

During the sailing.

Before the pilot leaves at the departure port.

During the voyage.

No checking is necessary.

Every day, when time allows.

Every day.

At least once a watch.

The harbour authority is responsible for the vessel.

The OOW is fully responsible.

The pilot takes over the responsibility of the vessel.

The Master is still responsible, but the pilot aids the navigation with local knowledge.

Problems of interference.

Ships position.

Summary of communications, regarding distress and urgency.

Reception of weather forecasts.

Distance along each course line (leg).

Tidal flow currents.

Wheel over positions.

Occurrence of a TRS.

The Officer of the Watch.

The navigation officer.

The person delegated to do the planning.

The Master.