Welcome to the website where you can pass online the CES CBT CD-7040 test on the subject «TOTS 1C-Ship Handling and Characteristics». 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 1C-Ship Handling and Characteristics». Those questions can be used for competence verification specialist capable of preventing accidental situations related with transporting safety, or also for self-examination.
«TOTS 1C-Ship Handling and Characteristics» subject includes theoretical and practical information about advanced training for work on any type of vessel. It covers the fundamental principles of ship dynamics, including stability, buoyancy and propulsion systems. Trainees learn about the different types of ships, their unique characteristics and how these factors influence handling. Practical training involves maneuvers such as docking, undocking, and navigating through tight spaces. Advanced models are used to simulate various weather conditions and operational scenarios, enhancing decision-making skills. Emphasis is placed on understanding the effects of wind, currents, and waves on ship behavior. Mastery of ship handling techniques is essential for ensuring safe and efficient maritime operations.
On this site Crew Evaluation System Test on the subject «TOTS 1C-Ship Handling and Characteristics» contains 34 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 which speed could the ship’s bow (or stern) thruster be mechanically damaged?
At a ship’s speed of more than five knots.
At a ship’s speed of more than two knots.
When the vessel is running astern at a speed of less than two knots.
When the vessel is stopped.
At which speed is the bow (or stern) thruster ineffective?
At a ship’s speed of more than two knots.
At a ship’s speed of more than five knots.
When the vessel is running astern at a speed of less than two knots.
When the vessel is stopped.
Describe the effect of squat on a vessel in shallow water?
It increases the draught, and reduces the steering ability of the vessel.
It decreases the draught, and increases the speed of the vessel.
It improves the vessel’s steering ability.
Squat has no effect in shallow water.
From which direction does the wind have the greatest effect on the vessel’s manoeuvring?
From right ahead.
From right astern.
On the beam, with the vessel in ballast condition.
On the quarter, with the vessel in loaded condition.
How could you describe «squat»?
The decrease of the draft 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 decrease in the ships under keel clearance.
How long can the main engine be run on critical revolutions?
As long as required.
As long as the Chief Engineer permits.
Long enough for the transfer from one speed setting to another.
It should not be run on critical revolutions at all.
How should you secure the anchor cable when your vessel is anchored?
By using the cable stopper and windlass brake, with slight slack on the cable between the 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 cable stopper.
If you are sailing in shallow water with 20 % UKC (Under Keel Clearance), how will your ship’s stopping distance be affected, relative to deep water?
About 1,5 ships longer.
Shorter than normal.
Longer than normal.
The same as for deep waters.
If your vessel is turning to starboard 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 same as a deep water turn.
The turn will be tighter than a normal deep water turn.
The turn will be wider than a normal deep water turn.
The turn will be wider on the port side and tighter on the starboard side than a normal deep water turn.
What action should be avoided during the approach to the anchorage?
Crossing in front of an anchored vessel at short distance.
All three answers.
Passing behind an anchored vessel at short distance and slow speed.
Passing behind another vessel that is manoeuvring towards anchorage.
What actions should be taken immediately by the Officer of the Watch if the vessel starts dragging anchor?
Give one hours notice to the engine room that the main engine is required.
Inform the Port Authority or Coast Guard.
Inform the vessel behind you that your vessel is dragging anchor.
Call the Master, inform the engine room that the main engine is required.
What could reduce the effect of squat on your vessel?
Decreasing the speed of the vessel.
Increasing the ship’s speed.
Maintaining your ship’s present speed and course.
Trim the vessel by stern as much as possible.
What data can be found on a ship’s Manoeuvring Poster?
Blind sectors for RADARs.
Emergency contact numbers for CSO.
Turning circles in the ballast and loaded conditions.
All three answers.
What equipment must be tested before anchoring?
The steering gear, anchor windlass, and main engine ahead and astern.
Main and emergency fire pumps.
The anchor lights and deck lighting.
The fire alarm system.
What factors will have an effect on the ship’s squat and thus the Under Keel Clearance?
The nature of the sea bed, e. g. sandy, rocky, etc.
The ship’s draught.
The ship’s overall length and length/width ratio.
The ship’s speed and block coefficient.
What information can you find from the ship’s turning circles posted on the Manoeuvring Posters?
Information about the «wheel-over point».
Information about the stopping distances in zig-zag manoeuvres.
Information on the stopping distance while the vessel carries out a full turn in ballast condition.
All three answers.
What information should be communicated to the Master by the officer in charge when weighing anchor?
Cable direction and weight on the cable, number of shackles remaining in the water.
Apparent wind direction and force.
Cable washers are in operation when weighing anchor.
Quantity and description of seabed material brought up, i. e. Sand, mud, shell etc.
What is a «Williamson Turn», and when is it used?
It returns the vessel onto her track, on a reciprocal heading; it is used in a Man Overboard situation.
It is a complete 360 degree turn, used when making a lee for a pilot.
It is an alteration of course of 180 degrees at low speed, and is used when waiting for a pilot.
It is the use of the rudder to move the ship sideways with no fore and aft movement, used when berthing.
What is the «swinging circle»?
It’s the arc described by the ship’s bow around the anchoring point.
It’s the arc described by the ship’s stern around the anchoring point.
It’s the length of the vessel plus the scope of anchor chain.
It’s the length of the vessel.
What is the correct way of anchoring in deep water?
Approach the anchorage at slow speed, walk out the anchor to above the water line, stop the vessel, and then walk out the chain by the windlass to the required amount when ready.
Approach the anchorage at slow speed, pay out the anchor for one shackle and drop the anchor by the brake.
Approach the anchorage at slow speed, stop the vessel and drop the anchor from the hawse pipe.
Approach the anchorage at slow speed, stop the vessel, pay out the anchor for one shackle and drop out the anchor by the brake.
What means of position-fixing should you use during the approach to anchorage?
GPS, because it is more accurate.
Radar only, due to the increased workload on the bridge team.
Visual methods, such as buoys.
All available means.
What means should be used when securing the anchor for sea?
It should be secured by the windlass brake, cable stopper and lashing wire.
In good weather it can be secured by the windlass brake only.
It should be secured by engaging the gipsy and securing the brake.
It should be secured by the windlass brake, ready for immediate use.
What methods of position fixing should the Officer of the Watch use when at anchor?
The Officer Of the Watch should rely only on GPS.
The Officer Of the Watch should use all means available, including radar/visual ranges and bearings.
The Officer of the Watch should verify the position against buoys and navigational aids.
The Officer should check the position visually against other anchored vessels.
What should be done as a first response to the «Man Overboard Emergency»?
Raise the Emergency Alarm, drop the MOB buoy on the side of the man overboard, place wheel hard over on the side of man overboard, place engines on standby.
Inform the DPA.
Inform the Master and await his arrival to the bridge.
Mark the event on the GPS set.
What should be undertaken before you switch from sea to manoeuvring speed?
Give one-hour notice to the engine room before requesting them to slow down from Sea to Manoeuvring Speed.
Check the length of the remaining voyage before commencing to manoeuvring.
Check the ship’s ETA.
Inform the Master and the Pilot.
What should you watch for if you are overtaking a similar size vessel in a narrow channel?
Make sure you maintain course because the bow of your vessel could be pushed away from the other vessel.
That the other vessel is not decreasing its speed.
That you keep your vessel at full sea speed during overtaking.
The bow of your vessel could be sucked towards the other vessel and the stern pushed away as you pass.
Where is the best place to anchor in a crowded anchorage?
At the edge of the anchorage.
In the centre of the crowded anchorage.
In the deepest part of the crowded anchorage.
In the fairway entrance.
Which communications links should be tested before anchoring?
Between the bridge and the forecastle, engine room, and steering gear.
All GMDSS equipment.
Between the bridge wings and the wheelhouse.
Between the ship and the port authority or traffic information service.
Which movements of the vessel could increase the ship’s draft and reduce the Under keel Clearance?
Squat, pitching in a seaway, heeling due to rapid alterations of course.
Changes in the vessel’s passage plan.
Uncharted areas of seabed.
Unmarked wrecks or seabed features.
Why should the maximum air draft be carefully calculated?
So that the air clearance is known when passing under bridges or electrical cables over channels or rivers.
Because the Officer of the Watch requires this information when using the sextant.
Because this information is always required by port operators.
This information is required for the GMDSS Log book.
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 starboard anchor and pay out the cable controlling the bow as you are approaching the berth.
Let go port anchor and gradually release the chain as you are approaching the berth.
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 the aft parts of the vessels could make contact.
Only the ship with the deepest draft will be affected.
Only the ship with the lightest draft will be affected.
The bows of both ships will be sucked together and the forward parts of the vessels could make contact.
Your vessel has a conventional right-hand propeller. How would you position your rudder before going full power astern?
Hard a port.
Hard a starboard.
Ten degrees to port.
Amidship.
Your vessel is anchoring with the Pilot on board. What will be your main duty as a Watchkeeping Officer?
Check the ship’s position frequently and give the Master and Pilot the required information.
Only follow the Master’s orders.
Strictly follow the Pilot’s orders.
You don’t have a specific duty as the Pilot is on board.
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