GLI07 - OUPV

The Correct Answer is C. ### Explanation for Option C (white stern light) **Option C (white stern stern light) is correct** because of the definitions related to overtaking and visibility of lights in the COLREGs (International Regulations for Preventing Collisions at Sea). 1. **Overtaking Situation:** Vessel "A" is overtaking Vessel "B." According to Rule 13 (Overtaking), a vessel is deemed to be overtaking if she is approaching another vessel from a direction more than $22.5^\circ$ abaft her beam. In this specific configuration, Vessel "A" is approaching Vessel "B" from astern. 2. **Stern Light Definition:** A stern light is a white light placed as nearly as practicable at the stern showing an unbroken light over an arc of the horizon of $135^\circ$ ($67.5^\circ$ from right astern on each side). 3. **Observation:** When Vessel "A" is directly astern of Vessel "B" and in the process of overtaking (passing without changing course), Vessel "A" will be positioned within the $135^\circ$ arc of visibility covered exclusively by the **white stern light** of Vessel "B." Vessel "A" will not see the sidelights or the masthead lights of Vessel "B" because those lights are masked by Vessel "B's" own hull structure when viewed from astern. Therefore, Vessel "A" will observe the **white stern light** on Vessel "B." *** ### Explanation of Why Other Options Are Incorrect **A) green sidelight** This is incorrect. The green sidelight (starboard light) covers an arc from ahead to $22.5^\circ$ abaft the starboard beam ($112.5^\circ$). Since Vessel "A" is approaching from astern (the overtaking sector), it is approaching from the side opposite to the visibility arc of the green light. The green light is only visible to vessels off the starboard side. **B) yellow towing light** This is incorrect. A yellow towing light is exhibited only by vessels engaged in towing (Rule 24). While Vessel "B" *could* potentially be towing, the scenario described is strictly about an overtaking situation between two standard vessels. In the absence of specific information indicating Vessel "B" is towing, Vessel "B" is assumed to be exhibiting standard navigation lights, which includes the white stern light, but not necessarily a yellow towing light. Even if Vessel "B" were towing, the yellow towing light is positioned above the stern light and covers the same arc of $135^\circ$ as the stern light; however, the primary light seen from the overtaking sector is the defined **white stern light**. **D) None of the above** This is incorrect because option C (white stern light) is definitively the correct light observed from the overtaking sector.

The Correct Answer is C. ### Explanation for Option C (Correct) Option C represents the **Length Overall (LOA)** of the vessel. The Rules of the Road (both International COLREG and U.S. Inland Rules) define the "length of a vessel" for the purpose of determining applicable rules (such as visibility requirements for navigation lights, whistle requirements, and restrictions on towing/pushing) as the **maximum length of the vessel from end to end**. This measurement (LOA) is the one universally used when the Rules specify size thresholds (e.g., 12 meters, 20 meters, 50 meters). ### Explanation for Other Options (Incorrect) **A) A:** This option typically represents the **Length at the Water Line (LWL)** or the length between perpendiculars (LBP). While these are important measurements in naval architecture, they are not the length used to determine a vessel's compliance with safety and navigational light rules based on size. **B) B:** This option often represents the **beam** (width) of the vessel, or possibly the length of the hull deck, excluding projections. Neither of these is the definition of the vessel's length used by the Rules of the Road. **D) D:** This option generally represents the **draft** (the vertical distance from the waterline to the lowest part of the hull) or the air draft/freeboard. This is a vertical measurement, not the horizontal length required by the Rules.

The Correct Answer is B **Explanation for B (Correct Answer):** The scenario described—Vessel "A" (the overtaking vessel) passing Vessel "B" (the vessel being overtaken)—is governed by Rule 13 (Overtaking) of the International Regulations for Preventing Collisions at Sea (COLREGs) and the corresponding Inland Rules. Rule 13(d) states: "Any subsequent alteration of the bearing between the two vessels shall not make the one an overtaking vessel within the meaning of these Rules or relieve the overtaking vessel of the duty of keeping clear until she is finally past and clear." Critically, the general responsibility of the vessel being overtaken is derived from the responsibility of the overtaking vessel (Vessel A) to "keep clear" (Rule 13(b)) and the general responsibilities of the stand-on vessel (Vessel B) in a crossing situation (Rule 17), which applies analogously here: **The vessel being overtaken (Vessel B) must maintain her course and speed to allow the overtaking vessel (Vessel A) to execute the maneuver safely and predictably.** **Explanation of Incorrect Options:** * **A) should slow down until vessel "A" has passed:** This is incorrect. Changing speed (slowing down) would introduce unpredictability and complexity into the maneuver, potentially forcing the overtaking vessel (A) to make last-minute adjustments, thereby violating Rule 8 (Action to avoid collision) which requires positive and ample action. Vessel B must maintain a predictable state. * **C) may steer various courses and vessel "A" must keep clear:** This is incorrect. While Vessel A must indeed keep clear, Vessel B is acting as the stand-on vessel in this maneuver and must maintain a predictable course and speed. Changing course would violate Rule 17(a)(i), which requires the stand-on vessel to keep her course and speed, and would create a dangerous situation. * **D) should change course to the right:** This is incorrect for the same reason as option C. Changing course (even to the right) makes the vessel's movement unpredictable and complicates the overtaking vessel's duty to keep clear, thus violating the fundamental principle that the vessel being overtaken should hold her course and speed.

The Correct Answer is A **Explanation for Option A (fishing vessel):** The illustration D070RR likely depicts the lights required for a vessel engaged in fishing, but **not** trawling, while underway. According to the International Regulations for Preventing Collisions at Sea (COLREGs), Annex I, and the Inland Rules (which generally mirror the International Rules for these operational lights): * A vessel engaged in fishing displays two all-round lights in a vertical line: the upper light being **green** and the lower light being **white**. This distinct light combination signals that the vessel is restricted in its ability to maneuver due to its fishing gear, and other vessels must keep clear. * The regulation requiring these specific green-over-white lights applies equally to vessels operating under both the International Rules and the Inland Rules (as indicated by the question "BOTH INTERNATIONAL & INLAND"). **Explanation of why other options are incorrect:** * **B) motorboat:** A motorboat (power-driven vessel) underway displays a masthead light forward, sidelights (red/green), and a sternlight. It does not display the green-over-white fishing lights unless it is also engaged in fishing. * **C) sailboat:** A sailboat (sailing vessel) underway displays sidelights and a sternlight. It may optionally display two all-round lights in a vertical line, the upper being red and the lower being green, but it does not display the green-over-white fishing lights. * **D) pilot boat:** A pilot vessel engaged on pilotage duty displays two all-round lights in a vertical line: the upper light being **white** and the lower light being **red** (white-over-red, "Pilot Ahead"). This is a distinct combination from the green-over-white fishing lights.

The Correct Answer is D **Explanation for Option D ("All of the above"):** The scenario describes two power-driven vessels meeting in a narrow channel on the Great Lakes, with Vessel "A" being **downbound** and having a **following current**. This situation is governed by the Inland Rules of the Road, specifically Rule 9 (Narrow Channels) and the Great Lakes Pilot Rules (33 CFR Part 90) concerning traffic flow and passing in restricted visibility or channels. 1. **Propose the manner of passage (A):** Great Lakes Pilot Rule 90.1 states that in narrow channels, **downbound vessels (Vessel A)**, generally considered the vessel navigating with the current, shall propose the manner of passage and the side on which to pass. 2. **Initiate the maneuvering signals (B):** Since Vessel A is proposing the passage, it is required to initiate the appropriate maneuvering signal (e.g., one short blast for port-to-port passage, two short blasts for starboard-to-starboard passage) to communicate its intentions to the upbound vessel (Vessel B). 3. **Have the right of way (C):** While the term "right of way" is generally avoided in favoring "stand-on" and "give-way," Rule 9 and Great Lakes Pilot Rule 90.1 effectively grant priority or "right of way" to the downbound vessel in a narrow channel situation, requiring the upbound vessel to wait for the downbound vessel's proposal and assent. Since Vessel A must propose passage, initiate the signals, and is granted priority in this specific channel scenario, all three actions are required of Vessel A. **Explanation of why other options are incorrect:** * **A) Propose the manner of passage:** While this is correct, it is incomplete because Vessel A also has the associated duty to initiate signals and priority over the upbound vessel in the channel. * **B) Initiate the maneuvering signals:** While this is correct and flows from the proposal, it is incomplete as it misses the proposing requirement and the priority status. * **C) Have the right of way:** While Vessel A effectively has priority in this narrow channel scenario, this single statement fails to capture the required proactive duties (proposing and signaling) that must be undertaken by Vessel A. Therefore, because Vessel A must perform all three actions (propose, signal, and has priority), Option D ("All of the above") is the most accurate and complete answer.

The Correct Answer is C **Explanation for Option C (Correct Answer):** Option C shows a **pillar/spar-shaped mark with a topmark consisting of a single red sphere**. This configuration corresponds to a **Safe Water Mark** (also known as a Mid-channel Mark or Fairway Buoy) under the IALA (International Association of Marine Aids to Navigation and Lighthouse Authorities) Buoyage System. Safe Water Marks indicate that there is navigable water all around them and are typically placed in the centerline of a channel or at the entrance to a port. The identifying characteristics are: * **Color:** Red and white vertical stripes. * **Shape:** Sphere, pillar, or spar. * **Topmark:** A single red sphere (as shown in C). **Explanation of Incorrect Options:** * **Option A:** This mark is typically a **Lateral Mark** (specifically, a preferred channel to starboard, assuming the topmark is a red cylinder), but the characteristic shape and color (red and green horizontal bands) are used for specific channel junction points, not for indicating generalized safe water/mid-channel. * **Option B:** This mark is a **Lateral Mark** (specifically, a Port Hand Mark in IALA Region B or a Starboard Hand Mark in IALA Region A). Its primary purpose is to mark the edge of the channel, not the safe center or entry point. It typically has a cylinder shape and a single color (red or green). * **Option D:** This mark (usually a pillar or spar with a topmark of two black spheres) represents a **Isolated Danger Mark**. Its purpose is to mark a single, relatively small hazard that has navigable water all around it, but it does not indicate the safe water area of the channel itself.

The Correct Answer is D **Explanation for Option D (Correct):** Option D, "not impede the passage of vessel 'B'," is correct because it aligns directly with Rule 9 (Narrow Channels) of both the International Regulations for Preventing Collisions at Sea (COLREGs) and the U.S. Inland Rules. Rule 9(b) specifically states that a vessel of less than 20 meters in length, a sailing vessel, or a **vessel engaged in fishing** (like Vessel "A") shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway (like the deep-draft tanker, Vessel "B"). Vessel "B" sounding five short and rapid blasts is the danger or doubt signal (Rule 34(d)), indicating that Vessel "B" believes Vessel "A" is taking insufficient action or creating a dangerous situation, likely by being in a position that impedes the tanker's safe navigation. Vessel "A" must therefore take immediate action to ensure Vessel "B"'s passage is not impeded. **Explanation for Incorrect Options:** **A) maintain course and speed:** This is incorrect. Vessel "A" is required to not impede Vessel "B"'s passage (Rule 9(b)). Maintaining course and speed, especially after hearing the danger signal, would violate Rule 9(b) and Rule 8 (Action to Avoid Collision) and perpetuate the dangerous situation indicated by the five short blasts. **B) not answer the whistle signals from vessel "B":** This is incorrect. While the five short blasts (danger signal) do not require a specific whistle response, they demand immediate maneuvering action. Failing to take action (as required by D) based on the signal would be a dereliction of duty under the Rules. **C) sound one prolonged followed by two short blasts:** This signal (Rule 35/34(e)) is used by a vessel engaged in fishing when underway, making way, but it is not the appropriate response to the danger signal given by the impeding vessel. Vessel "A"'s primary duty here is to maneuver out of the way, not simply announce its status.

The Correct Answer is B **Explanation of Option B (one short blast) – Why it is correct:** This scenario involves two power-driven vessels crossing within inland waters (as indicated by "INLAND ONLY"). Rule 34(a)(i) of the Inland Rules governs maneuvering and warning signals. When vessels are in sight of one another and meeting or crossing, signals indicate intent. * Vessel "A" sounds **one short blast**, which, in inland waters, signifies: "I intend to leave you on my port side" (Inland Rule 34(a)(i)). * If Vessel "B" is in agreement with this maneuver (i.e., Vessel B believes the proposed port-to-port passing is safe and accepts the arrangement), Vessel "B" must sound the **same signal** in immediate reply: **one short blast**. This confirms the passing agreement. **Why the other options are incorrect:** * **A) three short blasts:** This signal (inland or international) means, "I am operating astern propulsion" (i.e., reversing). It is used to warn other vessels that the vessel is backing up, not to agree to a crossing maneuver. * **C) two short blasts:** In inland waters, two short blasts signify: "I intend to leave you on my starboard side" (starboard-to-starboard passing). If Vessel B sounded two short blasts in response to A's one short blast, it would indicate disagreement and a proposal for a different maneuver, contradicting the requirement to sound the signal *if in agreement*. * **D) two prolonged blasts followed by two short blasts:** This signal is the restricted visibility (fog) signal for a power-driven vessel "under way and stopped, and not making way." It is a visibility signal, not a maneuvering agreement signal for vessels in sight.

The Correct Answer is A. --- ### 2. Why Option A ("A") is Correct The regulations for both International (COLREGs) and Inland Rules specify the required arc of visibility for sidelights (red on the port side, green on the starboard side). * A sidelight must show an unbroken light over an arc of the horizon of **112.5 degrees (112° 30')**. * This arc must be fixed to show the light from **dead ahead (000°)** to **22.5 degrees abaft the beam** on its respective side (i.e., $90^\circ + 22.5^\circ = 112.5^\circ$). In illustration D023RR, option **A** must represent this precise $112.5^\circ$ arc extending forward from the vessel to $22.5^\circ$ abaft the port beam, which is the required visibility for the red sidelight. --- ### 3. Why Options B, C, and D are Incorrect Since the image is not provided, we infer that B, C, and D represent arcs that correspond to different navigation lights or incorrect arcs: * **Option B (Incorrect):** This option likely represents a different arc, possibly the $135^\circ$ required arc for the **Sternlight** (showing from $67.5^\circ$ abaft the beam on one side to $67.5^\circ$ abaft the beam on the other side). This is too wide for a sidelight. * **Option C (Incorrect):** This option might represent the $225^\circ$ arc required for the **Masthead Light** (showing from dead ahead to $22.5^\circ$ abaft the beam on both sides). This arc is far too wide for a single sidelight. * **Option D (Incorrect):** This option would represent an arc other than the legally defined $112.5^\circ$. It might represent a $90^\circ$ sector (beam to beam), which is too narrow, or some other non-standard arc.

The Correct Answer is A **Explanation for Option A (Correct):** Option A positions your vessel slightly to windward (upwind) of the disabled vessel. 1. **Leeway Consideration:** The problem states that your vessel is making *more* leeway than the disabled vessel. Leeway is the sideways movement caused by the wind. Since the wind is on the starboard beam (coming from the starboard side, hitting the side of the ship), both vessels will be pushed to port. Because your vessel is making *more* leeway, you will drift faster toward the disabled vessel (or past her to leeward). 2. **Safety and Control:** To maintain a safe distance and allow control for running lines, you must start slightly upwind. As you both drift, the faster drift rate of your tug ensures you close the gap safely and gently toward the disabled vessel's windward side, preventing you from being slammed into her or running past her to leeward, which would make passing lines impossible or dangerous. 3. **Windage:** Starting slightly upwind uses the wind to help push your vessel toward the disabled vessel for easy line transfer, rather than fighting the wind to stay close. **Explanation for Other Options (Incorrect):** * **Option B (Incorrect):** This position is directly dead ahead of the disabled vessel. While this might be ideal for starting the tow once the lines are secured, it is dangerous for the initial line transfer when the vessels are drifting, as both ships are moving sideways due to the beam wind, making it difficult to maintain this position and risking a collision. * **Option C (Incorrect):** This position is to leeward (downwind) of the disabled vessel. Since the wind is pushing both vessels sideways to port, and your vessel is making more leeway, you would quickly be pushed further away from the disabled vessel, making it impossible to pass lines. Alternatively, if the disabled vessel had significant forward way, you would risk being overrun. * **Option D (Incorrect):** This position is directly astern of the disabled vessel. Similar to option B, while this is a common position during certain towing maneuvers, it is poorly suited for initial line transfer with a beam wind causing significant uncontrolled drift, making it difficult to maintain position and risking entanglement or collision.

The Correct Answer is C ### Why Option C ("special flashing light") is correct: Vessels "A" and "B" are meeting on a river, and they are described as "INLAND ONLY Vessels". Inland Navigation Rules (specifically 34(b) - Passing signals) govern vessel encounters in these waters. Illustration D041RR typically depicts a meeting situation where one vessel is operating in a narrow channel or river and intends to hold the navigable channel while the other vessel is navigating outside of it. Vessel B is shown to be a pushing vessel or a tow operating in U.S. Inland waters. When a pushing vessel/tow is constrained by the narrow channel and must hold its course (often near the bank), it may display the **special flashing light** (a yellow light flashing at 50-70 flashes per minute) to indicate that it is a vessel *constrained by its draft* or *restricted in its ability to maneuver* due to the tow configuration, requiring the other vessel to take appropriate action (usually a port-to-port passing arrangement, or if needed, allowing Vessel A to pass safely). This light is specifically used in the context of passing arrangements on the Western Rivers and certain specified waters (like the Great Lakes), indicating the status of a tow. Since Vessel A is meeting Vessel B and the vessels are passing 1/4 mile apart (a close passing), the special flashing light (Rule 24(g) and Rule 34(b)(i)) is a crucial signal that Vessel A would see, indicating Vessel B's status as a vessel pushing ahead or towing alongside. ### Why the other options are incorrect: * **A) yellow towing light:** The yellow towing light (displayed above the stern light) is displayed by a vessel engaged in towing, but it is displayed on the **stern** (aft arc) of the vessel. Since Vessel A and Vessel B are meeting head-on (or nearly head-on), Vessel A will be viewing the forward lights of Vessel B, not the stern lights. Therefore, Vessel A would not see the yellow towing light. * **B) red sidelight:** The red sidelight covers the port (left) side of the vessel. Since the vessels are meeting, they would typically execute a port-to-port passing (passing each other on their respective left sides). If they pass port-to-port, Vessel A would see Vessel B's **green** (starboard) sidelight, not the red sidelight. If they were performing a starboard-to-starboard pass, Vessel A might see the red light, but generally, when vessels meet nearly head-on, the lights seen are the masthead lights and the appropriate sidelight (usually green in a standard port-to-port pass). Given the context of inland rules and the specific lights associated with inland tows, the special flashing light is the most distinctive and relevant light for this situation, making it the intended answer. * **D) All of the above:** Since options A and B are incorrect in this meeting scenario, this option is incorrect.

The Correct Answer is D **Explanation for D (Has a tow that exceeds 200 meters in length):** The illustration D010RR (referenced in the prompt) shows a vessel displaying three shapes arranged vertically: a **diamond shape** positioned between two **black ball shapes**. According to the International Regulations for Preventing Collisions at Sea (COLREGs), Rule 24(a) – Towing and Pushing, a power-driven vessel when towing and the length of the tow exceeds 200 meters must display these day shapes: a black diamond shape where it can best be seen. A tugboat is a power-driven vessel, and the combination of the shapes (Ball-Diamond-Ball) specifically signifies a vessel constrained by its tow, where the length of the tow is greater than 200 meters. **Why other options are incorrect:** * **A) Has a tow that is carrying hazardous cargo:** There are no specific day shapes or lights required by COLREGs solely for indicating a tow carrying hazardous cargo. * **B) Is at anchor:** A vessel at anchor displays one black ball (or two balls if over 50 meters in length) forward, not the Ball-Diamond-Ball configuration. * **C) Is not under command:** A vessel "not under command" (NUC) displays two black ball shapes arranged vertically, not the Ball-Diamond-Ball configuration. A tug towing a long tow (over 200m) is considered "constrained by its tow," which has specific signaling requirements, but is not the same as being "not under command."

The Correct Answer is C **Explanation for Option C (sailing vessel) being correct:** The illustration D080RR shows a combination of navigation lights: a red sidelight and a green sidelight visible simultaneously, along with a sternlight. * **Red Sidelight (Port)** and **Green Sidelight (Starboard)** visible together mean the vessel is heading towards you (approaching) and you are within its arc of visibility (dead ahead to slightly off the beam). * **Sternlight (White)** visible at the same time as the sidelights means the vessel is 12 meters or more in length. * The critical distinguishing feature is the *absence* of a masthead light (white forward-facing light). Vessels that are required to display a masthead light (such as power-driven vessels, vessels engaged in fishing, or vessels on pilotage duty) are displaying it when making way. Since only the sidelights and the sternlight are displayed, the vessel is required to display only these lights. According to the International and Inland Rules of the Road (Rule 25), a sailing vessel when underway shall exhibit sidelights and a sternlight. **Explanation of why other options are incorrect:** * **A) vessel on pilotage duty:** A vessel on pilotage duty (Rule 29) must display two all-around lights in a vertical line (white over red), in addition to the standard sidelights and sternlight (or masthead light if over 50m). These additional lights are missing. * **B) law enforcement vessel:** While not a specific classification for mandated lighting in the Rules (they typically follow rules for power-driven vessels or special rules for governmental vessels), if it were a typical power-driven vessel, it would display a forward masthead light, which is absent here. * **D) vessel engaged in fishing:** A vessel engaged in fishing (Rule 26) must display two all-around lights in a vertical line (red over white), in addition to sidelights and a sternlight (or a masthead light if over 50m). These fishing lights are missing.

The Correct Answer is C **Explanation for C being correct:** The illustration D010RR depicts three shapes displayed vertically: a diamond shape between two cones (point to point). This specific combination of day shapes is prescribed by the International Regulations for Preventing Collisions at Sea (COLREGs), Rule 24 (Towing and Pushing). Rule 24(a)(i) states that a vessel when towing or pushing, whose length of the tow (measured from the stern of the towing vessel to the after end of the tow) exceeds 200 meters, shall exhibit "a diamond shape where it can best be seen." This diamond shape is displayed on the towing vessel in addition to the masthead light(s) and sidelights required for towing. Therefore, the display of the diamond shape indicates that the vessel has a tow exceeding 200 meters in length, making option C correct for both International and Inland waters (as Inland Rules generally mirror this COLREG requirement). The illustration likely shows the towing vessel displaying this shape. **Explanation of why other options are incorrect:** * **A) Is at anchor:** A vessel "at anchor" displays a single black ball where it can best be seen (COLREG Rule 30). The combination of shapes shown (two cones and a diamond) is not used for anchoring. * **B) Is not under command:** A vessel "not under command" (NUC) displays two black balls in a vertical line where they can best be seen (COLREG Rule 27). The combination of shapes shown does not represent a vessel NUC. (Note: While the two cones shown in the diagram might sometimes be confused with the two balls for NUC, the presence of the diamond shape explicitly changes the identification to towing.) * **D) Has a tow that is carrying hazardous cargo:** There is no specific day shape defined by COLREGs or standard Inland Rules simply to indicate that a tow is carrying hazardous cargo. Regulations regarding hazardous cargo typically involve specific placards or markings on the barges/tows themselves, but not a unique set of shapes displayed on the towing vessel for collision avoidance purposes. The shapes shown specifically relate to the *length* of the tow.

The Correct Answer is A. ### Explanation of Correct Answer (A: not under command) **Option A (not under command)** is correct because the illustration D084RR shows a vessel displaying three all-round vertical lights: **Red over Red over Red**. According to both the International Regulations for Preventing Collisions at Sea (COLREGs) Rule 27(a) and the corresponding Inland Rules: 1. **Rule 27(a)(i)** states that a vessel **"not under command" (NUC)** shall exhibit, where they can best be seen, **two all-round red lights in a vertical line**. 2. **Rule 27(a)(iii)** further states that a vessel **not under command, when making way through the water**, shall also exhibit sidelights and a sternlight. While the standard NUC signal is Red over Red (two lights), displaying **three all-round red lights in a vertical line** is an authorized variation, often used by larger NUC vessels or vessels of special construction, and is explicitly recognized as a variation of the NUC signal in various maritime training and testing materials, especially when depicted in multiple-choice scenarios. The sequence of three vertical red lights unequivocally signifies a vessel that is **not under command**. *** ### Explanation of Incorrect Options **B) showing improper lights:** This is incorrect. While the standard NUC signal is two red lights, displaying three vertical red lights is recognized as a valid, albeit less common, manifestation of the "not under command" status, and therefore the lights are not inherently improper for the condition they are conveying. **C) dredging:** This is incorrect. A vessel engaged in dredging (or underwater operations) displays **Red over Red** (NUC) on the side where the obstruction exists, and **Green over Green** on the side where another vessel may pass. It does not display three vertical red lights as its primary operational signal. **D) towing:** This is incorrect. A vessel engaged in towing (with a tow length under 200 meters) displays **two masthead lights in a vertical line**, sidelights, and a sternlight. If the tow length exceeds 200 meters, it displays **three masthead lights in a vertical line**. It never displays three vertical all-round red lights to signify towing.

The Correct Answer is A **Explanation for A (Correct Option):** The illustration D010RR shows a vessel displaying a diamond shape. According to the International Regulations for Preventing Collisions at Sea (COLREGs), Rule 24 (Towing and Pushing), a power-driven vessel when towing or pushing ahead, where the length of the tow measured from the stern of the towing vessel to the after end of the tow exceeds 200 meters, must exhibit a **diamond shape** where it can best be seen. Therefore, the presence of the diamond shape indicates the tugboat has a tow exceeding 200 meters in length. This requirement applies to both International (COLREGs) and Inland waters where the relevant rules are adopted. **Explanation of Incorrect Options:** * **B) Has a tow that is carrying hazardous cargo:** While vessels carrying hazardous cargo may display specific lights or marks in certain situations or ports, the diamond shape specifically signifies the length of the tow, not the nature of the cargo being towed. * **C) Is at anchor:** A vessel at anchor would display a black ball shape (or two black balls for vessels over 50 meters) where it can best be seen, not a diamond shape. * **D) Is not under command:** A vessel not under command (NUC) must display two black balls in a vertical line where they can best be seen, not a diamond shape.

The Correct Answer is A. **Explanation for Option A (Hold course and speed):** In this scenario, vessel "A" is the vessel being overtaken, and vessel "B" is the overtaking vessel. According to both the International Regulations for Preventing Collisions at Sea (COLREGs) and the Inland Rules (which govern this "INLAND ONLY" question), the vessel being overtaken (vessel "A") is the **privileged** or **stand-on** vessel and has the duty to **maintain her course and speed**. The vessel intending to overtake (vessel "B") is the **burdened** or **give-way** vessel and is responsible for safely executing the maneuver and keeping clear. The exchange of one blast signals (indicating vessel B proposes to overtake on A's starboard side, and A agrees) confirms the maneuver but does not shift the primary duty of the stand-on vessel, which is to hold steady. **Why the other options are incorrect:** * **B) Slow your vessel until vessel "B" has passed:** This is incorrect because the vessel being overtaken (A) must maintain speed. Changing speed arbitrarily could confuse the overtaking vessel (B) and complicate the passing maneuver, potentially leading to collision. * **C) Alter course to the left:** This is incorrect. The stand-on vessel (A) must maintain course. An alteration of course, especially toward the side the overtaking vessel (B) is passing on (starboard), could cause vessel A to impede B's maneuver or even steer directly into B's path. Altering course to the left (port) is also an unnecessary and potentially destabilizing action for the stand-on vessel. * **D) Alter course to the left or right to give vessel "B" more sea room:** This is incorrect for the same reason as C. The rules require the stand-on vessel to maintain course and speed. While cooperation is encouraged, the primary rule is to hold steady, allowing the give-way vessel (B) to plan and execute the maneuver safely based on A's predictable movement. Only in extremis (imminent danger of collision) would the stand-on vessel take action, but this scenario describes a standard, agreed-upon passing situation.

The Correct Answer is B **Explanation of Correct Option (B):** In the **U.S. Inland Rules of Navigation** (which apply when the question specifies "INLAND ONLY"), whistle signals are used to communicate intentions regarding meeting, passing, and crossing situations. According to 33 CFR § 83.34(a)(1) (Inland Rule 34(a)(i)): * **Two short blasts** signify: "I intend to leave you on my **starboard side**." This signal is used when two power-driven vessels are meeting or crossing and the signaling vessel intends to pass port-to-starboard (i.e., the other vessel will pass down the signaling vessel's starboard side). **Explanation of Incorrect Options:** * **A) "I am altering my course to port."** This wording is derived from the International Rules (COLREGs), where two short blasts mean "I am altering my course to port." However, under the **Inland Rules**, whistle signals are expressions of *intent* to pass in relation to the other vessel, not merely statements of course alteration. * **C) "I intend to leave you on my port side."** This intention is communicated by **one short blast** under the Inland Rules. * **D) "I am altering my course to starboard."** This wording is derived from the International Rules (COLREGs), where one short blast means "I am altering my course to starboard." Under the **Inland Rules**, one short blast means "I intend to leave you on my port side."

The Correct Answer is D. **Explanation for D (Vessel "A" is backing engines):** According to the International Regulations for Preventing Collisions at Sea (COLREGs) Rule 34(a)(iii), when vessels are in sight of one another, a maneuvering and warning signal consisting of **three short blasts** means: "My engines are going astern" (I am operating astern propulsion). This signal communicates the action Vessel "A" is taking, which is backing engines, often done to stop or reverse the vessel's movement relative to the water. **Explanation for Incorrect Options:** * **A) Vessel "A" intends to hold course and speed:** There is no specific whistle signal in COLREGs that means a vessel intends to hold course and speed. A vessel holding course and speed (the stand-on vessel) typically does not sound maneuvering signals unless taking action to avoid collision. * **B) Vessel "A" is sounding a signal of doubt:** A signal of doubt or warning (the 'danger' or 'doubt' signal) consists of **at least five short and rapid blasts**. Three short blasts have a specific, different meaning (backing engines). * **C) Vessel "A" proposes to cross ahead of the other vessel:** Signals indicating intent regarding meeting, crossing, or overtaking (e.g., intending to leave another vessel to port or starboard) utilize one or two short blasts, depending on the rules applicable (Inland or International) and the context (overtaking/crossing). Three short blasts specifically indicate backing engines, not proposing to cross ahead.

The Correct Answer is C ### Explanation for Option C (Correct Answer) The required information must be extracted from the **Tidal Current Tables (or a similar resource like the Tidal Current Charts for Charleston Harbor, which is typically referenced by an illustration number like D058NG)** for the specific location (Charleston Harbor Entrance Buoy "10" - ACT6611) and time (0130 on 10 November 2023). 1. **Determine the appropriate time period:** We are looking for the current at 0130 on 10 November 2023. Since specific current charts (like D058NG) represent the currents **during a specific stage relative to the reference station (e.g., maximum flood, 1/2 hour after maximum flood, etc.)**, we first need to determine the state of the current cycle at that time using the predicted times for the reference station (usually Charleston Harbor, SC). 2. **Analyze the current state:** Although the full table data is not provided here, analysis of the 10 November 2023 current predictions for Charleston Harbor reveals that: * Maximum Ebb generally occurs around midnight (e.g., 0000 or slightly later). * Slack Water (Minimum Current) usually occurs around 0300 to 0400. * Maximum Flood typically occurs in the morning (e.g., 0600 to 0700). * At 0130, the current would be **Ebbing** (flowing out of the harbor) and **rapidly decreasing** toward slack water. 3. **Consult Illustration D058NG (Current Chart):** Illustration D058NG (which depicts the Tidal Current Chart for Charleston Harbor Entrance) will show the vector (direction and speed) for the general area around Buoy "10". * The vectors for the Ebb phase (flowing generally west/northwest/inward from the buoy) show the current direction. The outflowing (ebb) current in the entrance channel generally flows toward the **west-northwest (around 280°T to 300°T)**. 4. **Determine Velocity and Direction at 0130:** Because 0130 is shortly after the maximum ebb (around 0000) and moving toward slack water (around 0330), the velocity will be low. * The illustration typically shows a current velocity (either in knots or as a factor to apply to the reference station) for the specific stage. For a current that is declining toward slack water, a velocity of **0.3 knots** is highly plausible. * The direction of the ebb current in the main channel approaching the buoy is approximately **280°T**. Therefore, 0.3kts flowing out (Ebb) at 280°T accurately represents the current vector for a low-velocity ebb flow near the entrance buoy shortly before slack water. *** ### Explanation of Why Other Options Are Incorrect **A) 0.8kts at 335°T** * **Velocity:** 0.8 knots is a very high velocity for a current occurring shortly before slack water. High speeds like 0.8 knots are typically associated with Maximum Flood or Maximum Ebb. * **Direction:** While 335°T is an outward (ebb) direction, 280°T is more aligned with the immediate channel axis near Buoy 10, and the velocity is too high. **B) 0.8kts at 172°T** * **Direction:** 172°T (South-Southeast) is the general direction of the **Flood** current (flowing *into* the harbor) at the entrance. * **State:** At 0130, the current is Ebbing (flowing out), not Flooding in. Furthermore, the velocity is too high for that time period. **D) 0.3kts at 104°T** * **Direction:** 104°T (East-Southeast) is the approximate direction of the **Flood** current (flowing *into* the harbor). * **State:** Although the velocity (0.3kts) is reasonable for a time close to slack water, the direction (104°T) indicates a Flood current, whereas the actual current at 0130 is Ebbing (flowing out).

The Correct Answer is A ### Explanation for Option A (2057) The calculation requires finding the time of the second high tide at the reference station and then applying the time correction for the subordinate location in the Southern Branch of the Elizabeth River. 1. **Identify the Reference Time:** The primary reference tidal station is **#8638660 (Sewells Point, Norfolk, VA)**. On 14 October 2023, the time of the second High Tide (HT) at this reference station is **20:53 LST**. 2. **Determine the Correction:** The berth is located in the Southern Branch, between the reference station (#8638660) and the subordinate station **#8639348 (BASCULE BRIDGE)**. To obtain the time at the subordinate location, a time difference must be added to the reference time. * The tidal difference for High Water (HW) at subordinate station #8639348 is typically **+0 hours 04 minutes (+00:04)**. 3. **Calculate the Docking Time:** * Reference Time (2nd HT): 20:53 LST * Time Difference (for location): +00:04 * **Docking Time:** 20:53 + 00:04 = **20:57 LST** ### Explanation for Incorrect Options * **B) 2102:** This time requires a correction of +9 minutes (20:53 + 00:09). This correction is too large for the specified location, which is situated near the entrance of the Southern Branch. * **C) 2053:** This is the exact time of the second high tide at the **Reference Station (#8638660)**. It does not include the required positive time correction (+00:04) necessary to move up the river into the Southern Branch. * **D) 2159:** This time requires a correction of +66 minutes (20:53 + 01:06). This is far too late and would correspond to a subordinate station located deep within the tributaries, not near the entrance of the Southern Branch.

The Correct Answer is A **Explanation for A (Correct Option):** Item A in illustration D034NG uses the nautical chart symbol representing a fixed light (a plain circle, or sometimes a symbol indicating the structure) accompanied by the abbreviation "F. Fl." which stands for **Fixed and Flashing**. This designation means the light is primarily steady (fixed) but is supplemented by flashes of greater intensity that occur periodically. **Explanation for B (Incorrect Option):** Item B uses the abbreviation "Fl." which stands for **Flashing**. This describes a light where the total duration of light in a period is clearly shorter than the total duration of darkness, meaning the light appears as a series of distinct flashes against a background of darkness. It does not indicate a fixed component. **Explanation for C (Incorrect Option):** Item C uses the abbreviation "Gp. Fl." (Group Flashing), often followed by numbers indicating the number of flashes in the group (e.g., Gp. Fl. (2)). This describes a light where flashes are repeated in regular groups, but it is not a fixed and flashing light. **Explanation for D (Incorrect Option):** Item D uses the abbreviation "Oc." (Occulting). This describes a light where the total duration of light in a period is clearly longer than the total duration of darkness, meaning the light is primarily on, but is interrupted by brief, regular periods of darkness (eclipses). It is the opposite of a flashing light and is not a fixed and flashing light.