Welcome to the website where you can pass online the CES CBT CD-7001 test on the subject «TOTS 1A-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 1A-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 1A-Ship Handling and Characteristics» subject includes theoretical and practical information about advanced training for work on any type of vessel. The course provides comprehensive knowledge about vessel maneuvering in various conditions, including adverse weather and restricted waters. Sailors learn advanced techniques for controlling different types of vessels, from small boats to large commercial ships, taking into account their unique characteristics and behaviors. The course covers theoretical aspects of ship stability, hydrodynamics and the effects of external forces like wind, current and waves on vessel movement. Practical training includes mastering berthing and unberthing operations, anchor handling and emergency maneuvering procedures. Participants study the principles of vessel interaction, including ship-to-ship effects and shallow water influence on ship behavior. The test emphasizes understanding propulsion systems, steering gear, and thruster operations for optimal vessel control. Participants learn advanced techniques for passage planning, speed control and maintaining safe distances in different navigational situations. The training includes assessment of vessel characteristics such as stopping distances, turning circles and squat effect to ensure safe navigation in all conditions.
On this site Crew Evaluation System Test on the subject «TOTS 1A-Ship Handling and Characteristics» contains 32 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.
Choose the regime, in which you want to pass CES test:
Training
Exam
Wild Mode
* Some questions may have more than 1 correct answer.
A «Williamson Turn», can be used in a Man Overboard situation, what is the first action when executing such a turn?
Put the wheel hard over towards the man in the water.
Alter course 60 degrees to starboard.
Reduce engine speed to Dead Slow Ahead.
Stop engines.
At which speed could the ship’s bow (or stern) thruster be mechanically damaged?
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.
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.
From which direction does the wind have the greatest effect on the vessel’s manoeuvring?
On the beam, with the vessel in ballast condition.
From right ahead.
From right astern.
On the quarter, with the vessel in loaded condition.
How long can the main engine be run on critical revolutions?
As long as required.
As long as the Chief Engineer permits.
It should not be run on critical revolutions at all.
Long enough for the transfer from one speed setting to another.
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?
Longer than normal.
About 1,5 ships longer.
Shorter 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?
Turning circles in the ballast and loaded conditions.
Blind sectors for RADARs.
Emergency contact numbers for CSO.
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 information can you find from the ship’s turning circles posted on the Manoeuvring Posters?
All three answers.
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.
Information about the «wheel-over point».
What is the «pivot point»?
It is the point where the forward light mast is posted.
It is the imaginary point around which the vessel turns.
It is the point where the forward tugboats should be secured for towing.
It is the point where the ship’s centre manifolds are fitted.
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 hawe 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 is the formula to calculate squat in open sea conditions?
One and a half times the speed in knots squared, plus the block coefficient.
The draught in metres squared, multiplied by the block coefficient.
The draught in metres, times the speed in knots, times the block coefficient.
The speed in knots squared, multiplied by the block coefficient.
What means of position-fixing should you use during the approach to anchorage?
All available means.
GPS, because it is more accurate.
Radar only, due to the increased workload on the bridge team.
Visual methods, such as buoys.
What means should be used when securing the anchor for sea?
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, cable stopper and lashing wire.
It should be secured by the windlass brake, ready for immediate use.
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?
Check the length of the remaining voyage before commencing to manoeuvring.
Give one-hour notice to the engine room before requesting them to slow down from Sea to Manoeuvring Speed.
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?
The bow of your vessel could be sucked towards the other vessel and the stern pushed away as you pass.
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.
What would be the correct method of approach to a busy anchorage area?
Slow down well in advance, approach in a controlled manner and identify a suitable anchoring position.
Proceed at dead slow ahead until the anchorage area is clear.
Proceed at full manouvering speed and look for a suitable anchorage.
Stop a few nautical miles before the designated anchorage area and wait for the anchorage area to clear-up.
Where is the best place to anchor in a crowded anchorage?
In the centre of the crowded anchorage.
In the deepest part of the crowded anchorage.
In the fairway entrance.
At the edge of the anchorage.
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 is it important to have the length of the ship’s forward and aft vertical blind sectors listed on the Manoeuvring Posters?
It enables the Officer of the Watch to estimate speed through the water.
It is a class requirement for them to be listed on the Manoeuvring Posters.
To know the length of the blind area under the ship’s forecastle or behind the stern that is not directly visible from the wheel-house.
This information is required when taking compass bearings with the bridge wing gyro repeaters.
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 on a ULCC of 300 000 tonne DWT in calm conditions and you are supposed to anchor in 90 metres depth. How much chain should you use?
About eleven shackles.
About eight shackles.
About five shackles.
About 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 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.
Amidships.
Did you find mistake? Highlight and press CTRL+Enter
