Your examiner asks what information is contained in the vessel's manoeuvring booklet and where on the bridge this must be displayed.

A. The manoeuvring booklet (required by SOLAS V/28 and IMO MSC/Circ.1053 on Explanatory Notes to the Standards for Ship Manoeuvrability) contains: (1) Manoeuvring data and pilot card — turning circles at various speeds, stopping distances (crash stop from full ahead), time and distance to stop; (2) Track reach (from full ahead to stationary); (3) Response time of the rudder; (4) Propulsion and rudder information — maximum rudder angle, time for full rudder movement; (5) Thruster information if fitted — effect at various speeds; (6) IMO manoeuvrability trials data (turning circle diameter, advance, transfer, tactical diameter, overshoot angle). Must be posted: the Pilot Card (summary card) must be displayed on the bridge and available for inspection — SOLAS V/28 requires pilots to be informed. The full manoeuvring booklet must be available on the bridge.

B. The manoeuvring booklet only applies to passenger ships. General cargo vessels do not have a regulatory requirement for manoeuvring data.

C. Manoeuvring data is found in the Classification Society records and is not required on the bridge — pilots assess vessel handling through experience.

D. The pilot card only shows the ship's GT and draft. Turning circles and stopping distances are confidential commercial data and not shown to pilots.

A. Hydrodynamic interaction in overtaking: when two vessels are in close proximity, each vessel's pressure field is affected by the other. During overtaking: (1) BOW SUCTION — as the larger vessel's bow approaches the smaller vessel's stern, the smaller vessel is drawn towards the larger vessel (stern of smaller vessel attracted to bow of larger); (2) MID-SHIP REPULSION — when the ships are abreast, the increased pressure between them creates a repulsive force pushing both vessels apart; (3) STERN SUCTION — as the larger vessel passes, the stern of the larger vessel sucks the bow of the smaller vessel towards it. The combined effect: the smaller vessel can sheer uncontrollably — this is "bank suction" in a channel context. Mitigating actions: reduce speed (interaction forces reduce with the square of speed — halving speed reduces interaction forces by 75%); increase lateral separation; give early warning on VHF.

B. Hydrodynamic interaction only occurs between vessels of similar size. A 15,000 GT vessel overtaking a 2,000 GT vessel creates no significant interaction forces.

C. The only interaction effect when overtaking is wake wash — keep clear of the wake and no other precautions are needed.

D. Interaction effects occur between both vessels equally. Both vessels must take parallel avoiding action by moving to opposite sides of the channel.

A. Approach planning: (1) Determine the final heading at the anchor position — vessels at anchor lie to the wind or current, whichever is stronger; at anchor with 25kts wind and 1.5kts current, wind dominates so the ship will lie head-to-wind at anchor; (2) Approach heading: approach into the wind (head-to-wind) so that the ship will naturally settle into the riding position; (3) Speed: approach at slow speed so that the ground speed can be controlled — calculate leeway and set against the cross-wind to maintain the intended track; (4) Position of anchor: the anchor goes down on the side towards which you want to swing — for a head-to-wind anchorage, approach from downwind on a reciprocal heading to the lie-to heading; (5) At the drop position: slow to near-stop, allow the ship to fall back on the current/wind, walk back the cable as the ship drops back — do not drop from underway at speed; (6) Confirm scope — 5:1 water depth in open anchorage in 25kts wind minimum.

B. Approach the anchorage from upwind to maintain control. Drop the anchor at 3 knots — the momentum will pull the cable out quickly and set the anchor.

C. Current is stronger than wind at sea. Plan the approach to lie head-to-current regardless of wind strength.

D. Wind and current do not affect anchoring — the anchor sets purely by the weight of cable dropped. Approach direction has no effect on the final position.