Welcome to the website where you can pass online the CES CBT CD-7003 test on the subject «TOTS 1A-Mooring Equipment and Operations». Practice like this will help you as a marine specialist improve your knowledge with the help of online studying and appraisal practice. CES based on practical information and marine specialists experience.
CES tests developed for evaluating seaman basic knowledge by Seagull Company (rebranded as «OTG»), is an evaluating online-tool, used for revealing any professional preparation needed in specific fields of knowledge, defined by STCW.
CES tests have proven themselves as good tools for the selection and recruitment process, as well as advancing the level of knowledge of the current officers and crew. Ocean Technologies Group use various subjects for question creation, which includes:
Crowd and Crisis Management;
Integrated Navigation System (INS);
Ballast water management;
Handling and Stowage;
Vessel operation management and safety;
Marine engineering;
Maintenance and repair, etc.
Current test contains Seagull CES questions on the subject «TOTS 1A-Mooring Equipment and Operations». Those questions can be used for competence verification specialist capable of preventing accidental situations related with transporting safety, or also for self-examination.
«TOTS 1A-Mooring Equipment and Operations» subject includes theoretical and practical information about advanced training for work on any type of vessel. The test is a comprehensive training program designed to equip individuals with the necessary knowledge and skills to work efficiently on various types of vessels. The course covers a wide range of theoretical concepts related to mooring equipment, including different types of ropes, wires and fittings used in the mooring process. Participants will gain an in-depth understanding of the principles and best practices involved in mooring operations, ensuring the safety and security of the vessel and its crew. The program also emphasizes the importance of proper maintenance and inspection of mooring equipment to prevent accidents and prolong the lifespan of the gear. Through practical training sessions, trainees will learn how to handle and operate mooring equipment effectively, developing the confidence and competence required for real-world situations. The course also covers emergency procedures and contingency plans, preparing participants to respond quickly and appropriately in case of any unforeseen circumstances during mooring operations. Upon completion of this program, participants will be well-equipped to work on a variety of vessels, from small boats to large ships, in various maritime settings. This advanced training program is essential for anyone aspiring to work in the maritime industry, as it provides the foundation for safe and efficient mooring operations, which are critical to the success of any vessel.
On this site Crew Evaluation System Test on the subject «TOTS 1A-Mooring Equipment and Operations» contains 58 questions you need to answer with no possibility to go back to previous question. Therefore, we recommend carefully reading each question and making decision with no hurry. In case you have some difficulty answering, you have also possibility to request a hint.
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* Some questions may have more than 1 correct answer.
At what height should the eyes of the emergency towing wires (fire wires) be positioned?
They should be run out and maintained at the waterline or about two metres above it.
They should be kept at least two meters above the minimum ballast draught level.
They should be kept at least two metres above the maximum loaded draught level.
They should be kept secured not less than two metres above the waterline.
During a vessel’s stay on a SPM berth, it is required to continuously monitor the ship’s mooring.
True.
False.
During ship-to-ship operations, vessels use fenders. What is the purpose of the «primary fenders»?
These fenders are fixed to the bow of the attending Tender Vessel during the transfer of the transfer hose.
These small fenders (Manila Fender ball) are used by the crew during an emergency.
These are large fenders, which float between the ships, and are made to absorb the impact of two ships approaching during berthing and later when sailing together.
These small fenders (tyre type) are used from the deck during an emergency.
During ship-to-ship operations, vessels use fenders. What is the purpose of the «secondary fenders»?
These small fenders which are suspended near the ship’s bow or stern protect the vessel from ship-to-ship contact.
These large fenders are used on the «mother vessel» for separating the two ships.
These small fenders (Manila Fender ball) are used by the crew during an emergency.
These small fenders (tyre type) are used from the deck during an emergency.
How could you define «squat»?
The decrease of the draught of your ship.
The decrease of the speed and draft of your ship in confined waters.
The decrease of the speed of your ship in confined waters.
The increase in the ship’s draught of the point of your ship that is closest to the bottom.
How often should the mooring winch brake on tankers be tested?
At each repair or dry-docking.
At least every 12 months or after each change of brake band lining.
At fixed 12 month intervals.
At fixed 24 month intervals.
How should you secure the anchor chain while your vessel is being anchored?
By using the chain stopper and windlass brake, with slight slack on the chain between the chain stopper and the brake.
By using lashing wires and the brake.
By using the anchor windlass brake and leaving the motor in gear.
By using the chain stopper.
If you are sailing in shallow water with 20 % UKC (Under Keel Clearance), what will be your ship’s stopping distance?
About 1,5 ships longer.
Shorter than normal.
The same as for deep waters.
Longer than normal.
If you are using one tugboat to assist the vessel for turning bow to port in a narrow channel (with the ship’s main engine also being used), where should you position the tug and how should you use it?
Make the tug fast aft on starboard shoulder and use it for pulling.
Make the tug fast forward through centre fairlead and start pulling.
Make the tug fast on port shoulder and use it for pulling.
Make the tug fast on starboard aft shoulder and use it for pushing.
If your vessel is turning in shallow water with 20 % UKC (Under Keel Clearance), what will be the diameter of the turn when compared with deep water?
The turn will be wider than a normal deep water turn.
The turn will be same as a deep water turn.
The turn will be tighter than a normal deep water turn.
The turn will be wider on the port side and slighter on the starboard side than a normal deep water turn.
Is it acceptable to travel at the speed of four knots in the approach to the berth?
It is up to the Pilot to decide.
It’s normal.
It’s sufficient for manoeuvring.
It’s too fast.
What could minimise the effect of squat on your vessel?
Decreasing the speed of the vessel as much as safe navigation permits.
Increasing the ship’s speed if you are not already on full ahead.
Maintaining your ship’s present speed and course.
Trim the vessel by stern as much as possible.
What important design feature should be met for construction of the forward ETA (Emergency Towing Arrangement) system?
The forward ETA should be capable of being deployed in harbour condition in not more than one hour.
The forward ETA should be able to be used for normal berthing of a vessel alongside the terminal.
The forward ETA should be capable of being deployed in not more than one hour by two crew members.
The forward ETA should be fitted on the centre line of the vessel.
What important design feature should be met for the construction of the aft ETA (Emergency Towing Arrangement) system?
The aft ETA should be pre-rigged and capable of being deployed in a controlled manner in controlled conditions in not more than 15 minutes by one person.
The aft ETA should be able to be remote-controlled from the stern during deployment.
The aft ETA should have a SWL of at least 200 tonnes.
The aft ETA should have a towing cable of at least 100 metres in length.
What information should be available on board for each mooring rope or mooring wire?
A certificate of quality stating the construction, the material and MBL/SWL, the position of the rope on board and the age (time of use of particular rope).
The MBL of mooring ropes or wires.
The SWL of mooring ropes or wires.
The type of construction material of the mooring ropes and wires in order to avoid using mixed mooring in the same direction.
What is an advantage of split-type mooring drums?
The mooring wires are not «crushed» under load.
The use of the split drum uses the winch braking capacity to its maximum.
There is a smaller chance that the mooring rope will be «jammed» on the storage part of reel.
All three answers.
What is it important to avoid during berthing operations?
The mooring rope fouling around the turning propeller.
The forward and aft winches working at the same time.
The mooring stations remaining without communication by hand-held walkie-talkies with the wheel-house.
The mooring winches set on the correct speed and load setting.
What is it important to discuss during the pre-berthing briefing between the Master and the ship’s officers?
The specific berthing operation for the forthcoming berthing, the use of tugs and the position of the mooring ropes/wires to be used.
How many crew members should be called for berthing operations.
The size (pulling power) of the tugs to be used during berthing.
Which officer will be on the forecastle and which on the stern during mooring operations.
What is the «Bollard Pull» of the tugboat?
It is the indicator of a tug’s power to push or pull.
It is the main criteria of a tug and displays the pulling force expressed in tonnes.
It is the measure of a tug’s thrust at zero speed through water with full engine RPM.
All three answers.
What is the CPP?
The CPP is a special type of propeller that can be rotated around its long axis to change its pitch.
The CPP is the propeller that has a variable pitch in order to obtain the optimum efficiency in relation to a ship’s load so that fuel can be saved.
The CPP is when the pitch of the ship’s propeller is controlled by the hydraulic system working through the propeller shaft.
All three answers.
What is the MBL of mooring ropes or wires?
Maximum Breaking Load.
Minimum Braking Length.
Minimum Breaking Load.
Minimum Braking Load.
What is the correct procedure for carrying out the winch brake test?
The winch brake lever is tightened by the torque wrench and the torque force is increased/adjusted until the required rendering force of the winch brake is reached.
The MBL of the mooring rope/wire is calculated at 80 % along with the required hydraulic jack force based on test equipment design characteristics.
The MBL of the mooring ropes/wires is calculated at 60 % along with the required hydraulic jack force based on test equipment design characteristics.
The winch brake lever is tightened by hand and tested with the hydraulic brake until the required brake force is achieved.
What is the definition of «make fast»?
To secure the rope.
To act fast.
To coil the rope around a storage drum.
To release fast.
What is the first task of the Officer in Charge of the mooring station upon arrival at the station?
To check that all of his crew are available at the mooring station.
To check the communication with the wheel-house/the Master.
To check that all of his crew are stand-by.
To check that all of the mooring equipment is ready for mooring.
What is the most dangerous part of mooring operations?
Anchoring in rivers.
Berthing of a vessel in high tidal ports.
Berthing with the use of a Pilot and tugs in restricted visibility conditions.
The crew staying in rope «snap-back» and «rope-tight» areas.
What is the principal purpose of the emergency towing wires (fire wires) on tankers?
To be used for normal unberthing operation of the vessel.
To be used if there is a fire on board or at the terminal and the ship needs to be pulled off the terminal.
To be used for shifting the vessel alongside the jetty.
To be used to extend the towing rope of the tugboat during unberthing.
What is the recommended angle to be maintained between two ships after unberthing from ship-to-ship operations?
2 degrees.
5 degrees.
20 degrees.
45 degrees.
What is the recommended procedure for securing synthetic rope on a pair of bitts?
To make the rope fast in a figure eight on both bitts.
To make an initial full turn around the outboard bitt and then secure the rope by using a figure eight on both bitts.
To make the rope fast on the inner bitt only.
To make the rope fast on the outboard bitt only.
What is the recommended procedure if your vessel is equipped with «self-stowing automatic tension» winches and your vessel is moored alongside the loading jetty with fixed loading arms?
All winches should be kept in «auto-tension» mode.
Head and stern line winches should be kept in «auto-tension» mode and breast and spring ropes should be kept manually secured by brakes.
Spring line winches should be kept in «auto-tension» mode and all other ropes should be kept secured by manual brakes.
All mooring ropes should be left secured by the manual mooring brakes and all winches should be left out of gear.
What moorings should be avoided if leading in the same direction?
Mooring wires not fitted with a non-friction link between the wire and tail.
Mixed mooring ropes of various quality and strength.
Mooring wires not fitted with mooring tails.
Soft mooring ropes of various ages.
What safe practices should be enforced during mooring operations?
The familiarisation of new personnel with mooring equipment (e. g. winches, brakes, SWL of bitts).
The mooring station should always be manned with a sufficient number of trained and skilled Officers in Charge and crew.
The use of Personal Protective Equipment.
All three answers.
What ships are required to be fitted with the aft ETA (Emergency Towing Arrangement) system?
Tankers over 20 000 tonnes DWT.
All ships over 20 000 tonnes displacement.
All ships over 20 000 tonnes DWT.
Tankers over 20 000 tonnes displacement.
What should be done when a vessel is approaching the Pilot Station with the Pilot on board, and the Chief Engineer advises the bridge that engine trouble could be expected during mooring operations?
The Master should inform the Pilot, abort mooring operations and drop anchor in a safe location, if possible.
The Master should be advised so he can decide if mooring operations should continue.
The Master should call the Company DPA for advice and instructions.
The Master should do nothing and continue with berthing as planned.
What should be the type and size (SWL) of the rope stoppers used for securing synthetic mooring ropes during mooring operations?
A single tail stopper with 25 % SWL of the mooring rope.
A single tail stopper with 50 % SWL of the mooring rope.
Double tail stoppers with a rope SWL of 25 % of the mooring rope SWL.
Double tail stoppers with a rope SWL of 50 % of the mooring rope SWL.
What should you watch for if you are overtaking a similar size vessel in a narrow channel?
The bow of your vessel could be sucked towards the other vessel and the stern pushed away as you pass.
That the other vessel is not decreasing its speed.
That you keep your vessel at full sea speed during overtaking.
There is nothing particular you need to watch for.
What signals should be displayed by ships engaged in ship-to- ship operations (while berthed together and underway)?
No special signals are required during daylight.
Signals for vessels in tow.
Signals for vessels not under command.
Signals for vessels restricted in their ability to manoeuvre.
What signals should be displayed by ships engaged in ship-to- ship operations while approaching one another?
No special signals are required during daylight.
Signals for vessels in tow.
Signals for vessels restricted in their ability to manoeuvre.
Signals for vessels not under command.
When nylon mooring tails are used in combination with mooring wire, what SWL should they have?
10 % more SWL than mooring wire.
25 % more SWL than mooring wire.
37,5 % more SWL than mooring wire.
50 % more SWL than mooring wire.
When should the emergency towing wires (fire wires) be deployed?
Only on terminals where the vessel is secured alongside the jetty.
When the vessel is berthed at the terminals and tugs are available.
Whenever the vessel is anchored or berthed at the terminals.
Whenever the vessel is not in navigation.
When synthetic (other than nylon) mooring tails are used in combination with mooring wire, what SWL should they have?
10 % more SWL than mooring wire.
25 % more SWL than mooring wire.
37,5 % more SWL than mooring wire.
50 % more SWL than mooring wire.
When will a vessel need the assistance of Tugs?
When it reduces speed, is no longer under total self-control and does not have sufficient sea room to manoeuvre safely without external assistance.
Only when it starts the mooring operation (i. e. sending mooring ropes ashore).
Only when it starts the unberthing operation (i. e. letting go of the mooring ropes).
Only when the Pilot recommends it to the Master.
Who has the overriding authority for decision-making on berthing over the tide?
The Master.
The Charterers.
The Company DPA.
The ship’s Commercial Operator.
Who is responsible for selecting the number of tugs to be used during mooring operations?
The Master.
The Pilot.
The Port Authorities.
The vessel agents in port.
Why are the mooring equipment records important for the safe operation of a vessel?
Because they are a requirement of the Company Planned Maintenance System.
Because they contain all of the information on the construction of the mooring ropes and/or wires and their records of maintenance.
Because they are a requirement of the ISM Code, Port State Control and USCG.
Because they are required by Oil Major Vetting Inspectors.
Why are the non-friction type of mooring tail shackles important to use between mooring wires and tails?
Because they are the safest connection between the mooring wire and the soft (i. e. nylon) mooring tail and they extend the lifetime of the mooring eyes on the wires and tails.
Because they are made of anti-sparking material and prevent sparking when the mooring wire is paid out or pulled in on board.
Because they are required by Oil Major Vetting Inspectors.
They are a requirement of the PSC and USCG for large crude carriers and ULCC ships.
Why is the Master-to-Pilot exchange of information procedure important for the safety of the berthing or unberthing operation?
Because it is confirmation that the plan for berthing between the Pilot and Master has been discussed and agreed.
Because it contains the berthing plan by the Master.
Because it contains the berthing plan by the Pilot.
Because it contains the Pilot Card.
Why should the mooring rope (or wire) not be kept on winch brakes with an additional engaged winch gear?
It could cause damage to the winch, drum shaft and wire.
It could be broken more easily since the brake could not slip out.
It is not a sign of good seamanship on board.
It is not permitted by the terminal and OCIMF mooring equipment guidelines.
You are approaching the berth and only one tug is available. Where should you position it and how should it be used?
Make it fast aft through the centre lid and use it for pulling.
Make it fast on forward shoulder and use it for pulling and pushing.
Make it fast forward through the centre lid and use it for pulling.
Make it fast on the ship’s amidship side and use if for pushing and pulling when required.
You are on a 300 000 tonne DWT ULCC and the terminal is asking if your vessel is provided with SPM mooring according to OCIMF requirements. What is the requirement for fittings that should be complied with?
Two tongue-type chain stoppers of 200 tons SWL for a 76 mm chain and separate closed fairleads of at least 450 × 600 mm in size.
One Smith-type bracket of 150 tonnes SWL for a 76 mm chain and one closed fairlead of at least 450 × 600 mm in size.
One tongue-type chain stopper of 200 tonnes SWL for a 76 mm chain and the centre line positioned closed fairlead of at least 450 × 600 mm in size.
Two tongue-type chain stoppers of 200 tonnes SWL for a 76 mm chain and one centrally positioned closed fairlead of at least 450 × 600 mm in size.
You are on a ULCC of 300 000 tonne DWT and you are supposed to anchor in 90 metres depth. How much chain should you pay out?
Eight shackles.
Eleven shackles.
Five shackles.
Three shackles.
You are sailing on a small coaster, approaching the berth port side at the speed of one knot, and have moderate wind from the starboard side and no tug. How could you assist yourself in the situation described?
Give the rudder hard a starboard.
Increase the speed and drop port anchor one shackle in the water.
Let go port anchor and gradually release the chain as you are approaching the berth.
Let go starboard anchor and pay out the cable controlling the bow as you are approaching the berth.
You are turning your vessel in a narrow channel by using two tugs of the same bollard pull (same size tugs). The wind is strong and of variable force. Where you should position the tugs and how should you use them?
Make them fast to the vessel and use them for pushing.
Do not make them fast to the vessel and use one tug for pushing and other for pulling.
Make them fast to the vessel and use them for pulling.
Use them for pushing but not made fast to the vessel.
You meet another vessel port to port in a narrow channel. What interaction could you expect of both ships?
The bows of both ships will be pushed away from each other and aft parts could make contact.
Both ships will proceed on their planned courses and tracks.
The bows of both ships will be sucked together and the ships could make contact with forward parts.
This does not apply to tankers.
Your ULCC-sized vessel is anchoring in deep water anchorage. Who should be in charge of anchoring operations on the forecastle?
A licensed ship officer.
An experienced licensed ship officer.
An experienced bosun.
Any experienced crew member appointed by the Master for this operation.
Your mooring winches are fitted with a brake-holding capacity of 60 tonnes. What size mooring ropes should you request?
100 tonne MBL.
60 tonne MBL.
72 tonne MBL.
80 tonne MBL.
Your vessel has a conventional right-hand propeller. How would you position your rudder before going full power astern?
Amidship.
Hard a port.
Hard a starboard.
Ten degrees to port.
Your vessel is berthing starboard side on the terminal jetty. How could you use two tugs for berthing?
Make one tug fast forward through the centre lead for pulling, while the other is positioned on the aft port quarter for pushing.
Make the tugs fast on the ship’s flat sides and use them for pushing or pulling when required.
Make the tugs fast forward and aft through the centre lead.
Use the tugs to push the flat side of the vessel but not fast.
Your vessel is unmooring from the terminal and you have to use two tugs. How should you position and use them?
Make fast forward and aft in the centre line and pull the vessel from the jetty.
Make fast fwd tug on shoulder and keep aft tug on stand-by.
Make fast on ship’s flat side and use the tugs for pulling the berth.
Use both tugs for pushing only until the vessel’s ropes are cleared.
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