Shiphandling Engine Failure Cascade Practice Questions

A. Take no action since the spring line alone is assumed sufficient to control the vessel indefinitely

B. Immediately let go all remaining lines, assuming this will resolve the situation

C. Immediately inform the engine room directly (not just via telegraph) of the non-response, assess the vessel's current trajectory and what is still controlling it (the spring line, remaining wind effect, any tug), and prepare to use those remaining resources while engine control is investigated — do not wait passively for the engine to respond on a repeated order

D. Repeat the same telegraph order several times and wait without taking any other action

A. The spring line could be overloaded beyond its safe working load by the combination of wind force and the bow swing, risking it parting under tension — if it parts, the vessel would suddenly lose the one remaining controlling line with no engine available to compensate, and the snap-back risk to anyone near the line increases as load builds

B. The bow swinging further off the berth is the intended outcome and requires no further attention

C. The only risk is to the berth structure, not to the vessel or its mooring equipment

D. There is no increased risk; the spring line is designed to handle unlimited load regardless of wind or engine state

A. Only the vessel's position relative to the berth, omitting the engine and spring line status entirely

B. A general statement that "something is wrong with the manoeuvre" without specifying which systems are affected

C. The engine is not responding to telegraph orders, the spring is under increasing load from the wind pushing the bow off, and engine room has been notified directly but not yet confirmed a cause — a precise statement of what is and is not currently working, not a general "we have a problem"

D. No handover is necessary since the Master can be expected to assess the situation independently without briefing