ĐẠI
HỌC HÀNG HẢI – KHOA HÀNG HẢI – BỘ MÔN HÀNG HẢI
SHIP
HANDLING 2 - TEST NUMBER 1: Date:
Class name: ……………. Student
name: ………………………........... Student
code: …
Part 1: Circle
the correct answers, please be noted that some questions have more then one answer:
1) What
are the golden rules for ship berthing?
A. Rudder, Propeller,
Anchor, Thrusters and Tugs. B. Main Engine &
Diesel Engine.
C. Slow speed, Controlled
approach, Planning. D.
Team work, Check equipments.
2) What
are the Critical Elements Of BRM (bridge resourse management)?
A. Communication,
Teamwork, Fatigue B.
Decision making, Situational awareness
C. Bow rudder & thruster rudder. D.
Keel rudder & Twin rudder.
3) What
does the Master have ensure for the purpose of bridge team?
A. VLCC rudder & Super rudder.
B. All ships personnel
are familiar with the expected approach to the berth/quay/lock or terminal and
what is expected of them.
C. Positive team approach
to the task improves efficiency and communication.
D. Bow rudder & Twin rudder.
4) What do
have to do in restricted visibility?
A. Know your Ship inside-out; Inform the Master; Appoint Adequate Man Power.
B. Keep the Fog Horn Ready; Reduce Speed; Ensure Navigation Equipment and
Light Are Working Properly
C. Stop All Other Works;
Open/Close Bridge Doors; Shut Ventilation; Follow All Procedures.
D. Azimuth thruster.
5) What
do you have to remember when handling the ship to berth in wind?
A. The berthing plan
should be devised to minimize the adverse effect of wind and to maximize its
assistance.
B. Thrusters are more
effective at slow speed.
C. A ship is more
vulnerable to wind at slow speed. As speed reduces, hydrodynamic forces reduce,
and the effect of wind on heading and leeway increases.
D. Take corrective action
as soon as it becomes obvious that it is needed. The earlier that action is
taken, the less that needs to be done. The longer things are left, the more
drastic will be the action needed to correct the situation.
6) What
do you have to remember when handling the ship to berth in effect of current?
A. Current can vary with
depth of water and large deep draught ships can experience different current
effects at differing parts of hull. Caution is needed.
B. As speed is reduced,
take care that the increased proportion of the ship's vector which is
attributable to current does not set the ship close to obstructions.
C. Always make a generous
allowance for current. Its effect on the ship increases as the ship's speed
reduces. A mistake made during berthing is often difficult to correct. Remember
that current predictions are just predictions and meteorological conditions may
result in a greater or lesser rate than forecast. Local VTS information will
normally advise of any significant anormalies.
D. Tugs should be of
sufficient strength to counteract the effects of wind and to get the ship to
the required destination.
7) What
is the important points officer on watch should consider during restricted visibility?
A. Know your Ship inside-out B.
Keep the Fog Horn
Ready.
C. Appoint Adequate Man Power. D.
Reduce Speed;
Inform the Master.
8) When
making passage plan, what do you have to do?
A. Always brief the
bridge team to ensure the offcer of the watch (OOW), helmsman, lookout and
pilot are fully aware of the expected manoeuvres and the likely effects of
wind, tide and current.
B. Wind, Wave height, Fuel quality,
Marine growth, Hull corrosion, Damaged hull.
C. Always check with the
pilot that the ship will have under-keel clearance at all times.
D. Always passage plan
from berth to berth. Pay careful attention to the dangers that are likely to be
encountered during periods under pilotage.
9) When
sailing in restricted visibility, what do you have to consider?
A. Ensure Navigation
Equipment and Light Are Working Properly B.
Stop All Other Works.
C. Open/Close Bridge
Doors. D.
Shut Ventilation; Follow All Procedures.
10) What
is the important points for passage planning?
A. Vessel is engaged in the regular
employment of loading and unloading cargo.
B. Always fully brief the
pilot, making sure that he understands the ship’s speed and manoeuvring
characteristics.
C. Always ask the pilot
to discuss the passage and berthing plan. Ask questions if anything is unclear.
D. Always have your
anchors ready to let go and forecastle manned in advance of berthing.
11) What
do you have to remember when controlling the ship to berth in wind?
A. 'Kick ahead" can
be effective in controlling a ship in windy conditions.
B. Consider any special
circumstances where wind may affect ship handling. Trim, freeboard and deck
cargo can vary the position of point of center of wind (W) and force of the
wind on the ship, and change the ship's natural tendency in wind. For example,
significant trim by the stern can cause W to move ahead of pivot point (P). In
these circumstances the bow will have increased windage. Consequently, if the
ship is heading into wind, the bow may show a tendency to blow downwind, even
if the ship has headway. This is very noticeable with small ships in ballast
and trimmed by the stern enclosed bridges can lead to a false impression of
wind strength, as opposed to open bridge wings where the wind strength will be
obvious.
C. The windage area, and
hence the force of wind onthe ship, will vary with the relative heading to the wind,
the maximum force on the ship is when
the ship is broadside to the wind.
D. The windage profile
considerably changes when in a loaded or ballast condition. The windage effect
of the bow and forward area can be significant when trimmed well by the stern.
12) What
factors have to be taken into account when determining the number of tugs?
A. Stopping power and
handling characteristics of the ship.
B. State and height of
tide.
C. Proximity of other
ships and quay structures.
D. Transverse thrust will probably push
the stern to port and bow to starboard.
13) How
do you carry out equipment checking before stand by for maneuvering?
A. Ensure main engines
and thrusters are fully operational before approaching the berth. Main engines
should be tested before arriving at the pilot station ahead and astern. Remote
controls checked.
B. Vessel crash stop is use for
handling in case of emergency to avoid ground or collision.
C. Carrying out Crash Manoeuvring, some
safeties need to be bypassed to avoid tripping of engine in mid of emergency.
D. As soon as the RPM of the engine
drops below 40 % of the Maximum Continuous Rating or MCR rpm of the engine,
give break air few times in short time frame.
14) Before
departure you have to check the equipment, what do you do?
A. The distance from the time of “full
astern” order until the ship stop on water.
B. Ensure steering gears
fully operational. Both steering motors operating. Hand steering mode
operational.
C. Carrying out Crash Manoeuvring, some
safeties need to be bypassed to avoid tripping of engine in mid of emergency.
D. As soon as the RPM of the engine
drops below 40 % of the Maximum Continuous Rating or MCR rpm of the engine,
give break air few times in short time frame.
15) What
do you prepare for maneuvering?
A. 2/3 Ship’s length. B.
At the middle of ship.
C. Ensure all bridge
equipment checked including engine movement recorders, VDR, radars, course
recorders, echo sounders and all remote read outs. Use a bridge equipment check
list.
D. Vessel is engaged in the regular
employment of loading and unloading cargo.
16) When
working with tugs what do you have to consider?
A. Consider the use of
tug assistance, where wind, tide and current or the ship’s handling
characteristics create diffcult berthing conditions
B. Zig-zag Test, Spiral and Reverse
Spiral Test.
C. Always estimate
windage and use this estimate to determine the number of tugs required.
D. Advance distance, Transfer distance,
Tactical diameter, Final diameter, Drift angle.
17) What
do you have to remember when conning the ship to berth in wind?
A. Good control is easier
to achieve when the ship's head is to wind and the ship has headway. Control is
difficult when wind is following.
B. Consider that wind
speed increases with height above sea level. The speed provided by the port/
terminal control or tugs will be lower than the wind speed recorded on the
ship's mast.
C. Consider that on high
sided ships, 85% of the beam windage can act when the ship is only 200
off the wind.
D. High freeboard ships
are more difficult to berth. When berthing high freeboard ships such as car
carriers, it is essential to pay extra attention in windy condition.
18) What
points have to be taken into account when berthing with tugs?
A. ECDIS has become the essential tool
for watchkeeping officers on ships.
B. It is important for
masters to discuss with a pilot the position where a tug will attach before the
tugs arrive. A tug acting with a long lever from the ship's pivot point will be
more effective than a tug with a short lever.
C. Propeller wash from
tugs operating close to a ship, and pulling, could initially cause a ship's bow
or stern to move away from the direction in which the tug is pulling.
D. Conventional tugs
connected by a line can exert excessive force on a small ship, which may require
corrective action.
19) How
do you maneuver the ship for approaching the berth?
A.
Turning Circle Manoeuvre, Collision Avoidance.
B. Avoid high forward
speed particularly when working with tugs or when sailing in narrow channel.
C. Pull-out Test, Stopping Test.
D. Avoid running high
speed when using bow thruster, when UKC is small or when close to other ships.
20) What
do you have to concern when using tugs?
A. When estimating the
number of tugs consider their bollard pull and propulsion arrangements.
B. 5 cable from waypoint.
C. The force reduce speed.
D. When berthing with a
bow thruster, a large ship may need a tug to control the ship’s stern.
21) How
do you use the engine when maneuvering?
A. When a vessel going in shallow
water, the draught is increased and UKC reduced.
B. Test astern
movement and wait until the ship moves
positively astern before stopping.
C. Remember that a kick
ahead can be use to initiate and maintain a turn when speed is low.
D. The displacement is increased
because of high speed.
22) What
do you have to remember when handling the ship?
A. The pivot point is
forward of amidship when steaming ahead.
B. The ship will want to
settle with the pivot point to the windward of, and in alignment with, the
point of influence of wind.
C. The
point of influence of wind change with the wind direction and the ship's
heading.
D. Zig-zag Test, Spiral and Reverse
Spiral Test.
23) What
do you have to remember when maneuvering the ship to berth in wind?
A. Keep spatial awareness
of the vicinity including other ships and those moored, shore cranes and
overhead obstructions.
B. Apply large passing
distances when it is windy. Draught and sea room permitting, always pass any
obstructions downwind or well upwind. Gusts and squalls can arrive very rapidly
and with little warning. When wind has caused a ship to move rapidly to
leeward, it can be difficult to overcome the motion and return to a position of
safety.
C. Allow plenty of
distance from the berth for approach manoeuvrings when wind is onshore. if
berthing in an onshore wind, it is best practice to stop half a ship's length
from the berth and then come alongside in a controlled manner. An uncontrolled
landing on a downwind berth can result in damage to both the ship and the
berth.
D. Length of Cabled in
rough sea (in metre) = 4 * (Depth) + 145 metre.
24) What
points have to be taken into account when handling the ship to berth with tugs?
A. It is important that the
Masters, navigating officers, and ship-owners are aware of the
benefits of managing the chart display, safety settings, and
alarm system of ECDIS.
B. Masters should
understand the different performance characteristics of tugs and that conventional
tugs are likely to be less manoeuvrable than water tractor tugs. A ship’s master
can decide on the number of tugs employed but usually have no influence on the
tug type.
C. Conventional tugs are
likely to be less manoeuvrable than water tractor or Zpellar tugs.
D. Small ships
particularly when in ballast or a light condition should be aware that large
tugs can have a dramatic pulling or pushing effect. Tug size should be noted.
25) When
will you ring the "Finish Engine"?
A. When a vessel going in shallow
water, the draught is increased and UKC reduced.
B. The squat effect is
the hydrodynamic phenomenon. C. The force of buoyancy is reduced.
D. Never ring
"finish with engine" until every mooring lines have been made fast.
26) During
maneuver the ship on channel what do you have to remember?
A. Vessel standing on the anchor and
emergency anchor for avoiding grounding.
B. At low speed, current
& wind have a great effect on manoeuvrability and that high-sided ships
will experience a pronounced effect from leeway.
C. Draught & Trim
affect the ship's manoeuvring characteristics.
D. Reduce the drifting speed and
emergency anchor for avoiding collision.
27) What
are the ship factors that affect manoeuvring?
A. Underwater hull
geometry; Pivot point; Lateral motion; Propeller & Rudder; Thrust vectoring
devices - Azimuth thrusters; Kick ahead (astern).
B. Bow thrusters and
their use; Thrusting when stopped; Thrusting with headway; Thrusting with
sternway.
C. Rudder response;
Single rudder and twin screw ships; Transverse thrust; Approach speed; Control
while slowing.
D. Block Coefficient should be between
0.5 to 0.9.
28) What
are the wind factors that have to be considered?
A. Release a lifebuoy and smoke signal
on the side man overboard reported on.
B. The centre of the
lateral resistance; The point of influence of wind.
C. Ship stopped - ship
with accommodation block aft; Ship with headway - ship with accommodation block
aft.
D. Ship with sternway -
ship with accommodation block aft; Force of the wind F = (V2/18000)*windage
area.
29) What
do you have to remember when berthing in wind?
A. Ensure that conditions
are safe and suitable for the envisaged manoeuvre. It will be cheaper to delay
the ship until the wind moderates than to
deal with the aftermath of an accident.
B. Wind force acting on a
ship increases with the square of the wind speed. Doubling the wind speed gives
four times the force. Sudden gusts of wind are therefore dangerous.
C. If berthing in high
winds, take evasive/ corrective action early. Attach tugs early and before they
are need. Bow thrusters effectiveness can be limited.
D. Tugs should be of
sufficient strength to counteract the effects of wind and to get the ship to
the required destination.
30) What
do you have to remember when berthing in effect of current?
A. Ensure that conditions
are safe and suitable for the envisaged manoeuvre. It will be cheaper to delay
the ship until the wind moderates than to deal with the aftermath of an
accident.
B. In many places a
counter current flows in the opposite direction to the main current close to
the bank. Only local knowledge will provide this information.
C. When close to the
berth in a head current, there is a danger that flow inshore of the ship
becomes restricted and the ship is subject to interactive forces. These forces
can cause the ship to either be sucked towards or pushed away from the berth.
Local knowledge will help anticipate this phenomenon.
D. Tugs should be of
sufficient strength to counteract the effects of wind and to get the ship to
the required destination.
31) What
are the hydrodynamic effects?
A. Limit speed can be
calculated as formula Vlim=4.5
. Where h is depth of water in metre and Vlim in knots.
. Where h is depth of water in metre and Vlim in knots.
B. Squat is the increase
in draught and trim that occurs when a ship moves on the surface of the sea.
C. The width of waterway
compare with the beam of vessel can also have an effect on the performance; Interaction
with other ships.
D. Approach channels
allow a deep-draught ship to enter an otherwise shallow port and may provide
many of the external factors that affect manoeuvring.
32) What
can go wrong when berthing port-side without tug?
A. Approach speed too
high, the ship can hit the berth with her bow before stopping, or if a large
astern movement is used to stop the ship, the resulting transverse thrust can
cause the stern to hit the berth.
B. Kick ahead go wrong.
If a sharp kick ahead is made close to the berth then excessive forward motion
can result and the ship's bow can strike the berth.
C. Lateral motion ignored.
When approaching port-side to the berth, the ship's lateral motion is to port.
Insufficient awareness of lateral motion can cause a ship to land heavily
against the berth.
D. Stopping too far from
the berth.
33) What
can go wrong when berthing starboard-side without tug?
A. Approach speed too
high, the need to use a large astern movement could cause the bow to swing
towards the berth and strike the berth.
B. Ship stops close to
the berth with her bow towards the berth. Forward engine movement could cause
the bow to strike the berth if too much power is used. Transverse thrust
generated by an astern movement can cause the bow to swing towards the berth
and strike the berth.
C. Ship stops some
distance from the berth but parallel to it. A kick ahead with full starboard
rudder could result in the bow striking the berth at almost 900. The
situation can be made more difficult because the stern is driven away from the
berth.
D. The action of applying port rudder
and kick ahead and initiating a swing to port, in order to bring the bow
towards the berth, is likely to cause lateral motion of the ship, which will
drive her away from the berth.
34) What
points have to be remembered when berthing between two ships without tug?
A. Current has a greater
effect at slow speed. As speed is reduced approaching the berth, the current
exerts a proportionally greater influence which may cause the ship to start to
drop astern with the danger of contacting the ship astern.
B. Other forces can cause
a ship to move. The ship can pick up headway or sternway when working
alongside, either through the effects of wind, current, or asymmetrical lead of
fore and aft springs.
C. The ship's propeller
may not have zero pitch (in case of the CPP).
D. Use of bow thrusters
may not always help.
35) What
factors have to be remembered when determining the number of tugs?
A. Practice in the port
for the particular size of ship and the designated berth.
B. UKC.
C. Anticipated strength
and direction of wind and its likely effect on berthing.
D. Windage area of the
ship.
36) What
points have to be remembered when berthing with tugs?
A. When a tug attached by
a line leading forward applies a turning force there will also be a marginal
increase in the ship's speed.
B. Anticipate any changes
in tug positioning on the ship and allow sufficient time for the tugs to
reposition and be ready to assist.
C. Be aware of any space
or other limitations that may give the tug master difficulty in carrying out
the ship's requirements.
D. Tugs are most
effective when the ship is navigating at slow speed. For berthing purposes they
should not be attached to a ship navigating at a speed of 5 knots or more.
37) What
points have to be remembered when berthing with anchor?
A. Gunnery or fire exercise areas and
underwater activities in certain areas.
B. Dredging anchors
(sometimes known as ‘kedging’). A dredging anchor will hold the bow steady
while allowing a ship to move forward or aft. A bow anchor can be dredged from
a ship going forward or astern.
C. Emergency anchoring. In
an emergency, anchors can be very effective in stopping a ship, provided the
anchor is lowered to the seabed and the cable progressively paid out.
D. Planning. The key to
any port approach is planning and both anchors should be made ready before a
port approach or river transit. A part of the passage plan and/or pilot
exchange should be the use of anchors and where the dangers are in relation to
sub-sea pipe lines and cables. These should be highlighted on the charts. It is
too late to check in an emergency
38) What
are the tugs & pilots legal issues?
A. Dangerous wrecks or obstruction to
navigation.
B. Pilotage. The
relationship between the master and the pilot is fraught with potential difficulties
and conflict. The pilot directs the navigation of the ship, but the master
still retains overall command and control. The freedom that the master gives to
the pilot varies from master to master but also depends upon the circumstances
in which the pilotage takes place.
C. Towage. Towage has
been defined as ‘a service rendered by one vessel to aid the propulsion or to
expedite the movement of another vessel’. Towage can take place in many
different circumstances and can be part of salvage or wreck removal operation
following a casualty.
D. Any changes or development of new
buoyage system
39) What
are the principles for the safe conduct of pilotage?
A. The presence of a
pilot on the ship does not relieve the master or officer in charge of the
navigational watch from their duties and obligations for the safe conduct of
the ship.
B. Ship’s personnel,
shore based ship management and the relevant port and pilotage authorities
should utilise the proven concept of “Bridge Team Management”.
C. Establishment of
effective co-ordination between the pilot, master and other ship’s personnel,
taking due account of the ship’s systems and the equipment available to the
pilot is a prerequisite for the safe conduct of the ship through pilotage
waters..
D. Efficient pilotage is
chiefly dependent upon the effectiveness of the communications and information
exchanges between the pilot, the master and other bridge personnel and upon the
mutual understanding each has for the functions and duties of the others.
Part 2: Radar
plotting: Student using plotting for following test and submit the plotting
sheet together with this test. Do remember write your name & student code
on the sheet.
Vessel is sailing in restricted
visibility. Radar set on relative motion with north up mode. Vessel course is
<033> and speed is 16kts. Third officer observe on radar and measuring as
following:
At T1 = 0700LT; target is on bearing
B1 = <085> with distance D1 = 12NM.
At T2 = 0706LT; target is on bearing
B2 = <086> with distance D2 = 10NM.
In the master standing order mentioned
that: "Maintain a CPA of two miles if there is enough searoom".
You do plot point (1), (2), and (3) for determining all data as
following:
CE VE CPA TCPA CT VT Aspect
You determine if the risk
of collision exist. Then the time for handling to avoid collision is TM =
0712LT.
What is the new
course C01 if you alter only the ship's course. Look for time to return TR and
bearing of return point.
What is the new speed V01 if you change only the ship's speed. Look for time to return TR and bearing of return point.
What is the new speed V01 if you change only the ship's speed. Look for time to return TR and bearing of return point.
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