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# Crew Evaluation Test online about Ship Structure Condition

Welcome to the page, where you can pass the CBT test (Computer Based Test), what also known as CES (Crew Evaluation Test) online about Vessel Structure Condition. This information will help you, as marine specialist to improve your knowledge, using our site as remote e-learning (training assessment).

Based on empirical data and seafarers experience, combined materials of CES/CBT tests can be used in practice.

Developed to evaluate basic seamans knowledge, CES & CBT tests of company Seagull (after rebranding OTG), represents online tool to rate your needs in professional preparation, what stated in International STCW Convention.

In process of recruting, and also to evaluate knowledge level of the crew, CES test showed himself as good tool. Ocean Technologies Group created questions to multiple topics, what include:

• Crisis and Crowd Management;
• Ballast water management;
• Cargo handling and stowage;
• Ship operations and safety management;
• Marine Engineering;
• Maintenance and repair, and etc.

This page contains questions for Seagull CES test about Vessel Structure Condition, collected from CBT simulator, and placed here for you, so you can test your skills in this subject.

Test include theoretical and practical information, knowledge of which not only make the person a good worker, which can evaluate a state of ship’s structure, find and eliminate breakdowns both on board or in the dry dock, but also shows level of competence of the specialist.

Crew Evaluation System Test about Vessel Structure Condition contains 58 questions and answers.

Choose mode in which you want take “CES test”:

Start test
For a loaded, simply supported beam, which one of the following statements about compressive and tensile forces is most accurate?
The load side is under compression, and the opposite side is under tension.
The load side is under tension, and the opposite side is under compression.
Both the load side and the opposite side are under tension.
Both the load side and the opposite side are under compression.
Next question
Even if the loading is uneven, the reactions at each support will be zero.
Next question
For a loaded, simply supported symmetrical beam, which one of the following statements about the resulting bending stresses is most accurate?
If the beam is symmetrical, the bending stresses are highest at the outside surfaces, and zero along the neutral.
If the beam is symmetrical, the bending stresses are zero at the outside surfaces, and highest along the neutral.
If the beam is symmetrical, the bending stresses are the same throughout any cross-section of the beam.
If the beam is symmetrical, the bending stresses are zero throughout any cross-section of the beam.
Next question
For an evenly loaded built-in beam, which one of the following statements is most accurate?
The bending stress is zero at mid length.
The bending stress is zero at the ends.
The bending stress is high at mid length and at the ends.
Bending stress is zero along the whole length.
Next question
For an evenly loaded ship, which one of the following statements is most accurate?
The bending stresses acting on the hull will normally be maximum at the forward end.
The bending stresses acting on the hull will normally be maximum at the engine room.
The bending stresses acting on the hull will normally be maximum halfway along its length.
The bending stresses acting on the hull will normally be maximum at the accommodation.
Next question
For an evenly loaded, simply supported beam, which one of the following statements about the bending stress is most accurate?
The bending stress is zero half along the length of the beam.
The bending stress is greatest at each end.
The bending stress is greatest halfway along the length of the beam.
The ends of the beam cannot move.
Next question
For an evenly loaded, simply supported beam, which one of the following statements is most accurate?
The ends of the beam are fixed.
The bending stress is greatest at mid length.
The bending stress is greatest at the ends.
The bending stress is zero at mid length.
Next question
When the distance between wave crests is equal to the length of the ship’s hull, which one of the following statements is most accurate?
The smallest bending moment caused by the wave motion will be when either the peak or the trough of the wave is at mid-ships.
When the wave crests are fore and aft, they will make the ship tend to sag.
When the wave crests are fore and aft, they will make the ship tend to hog.
There will be no overall effect on the hull.
Next question
Which one of the following statements about bending of the hull is most accurate?
When the hull is hogging, the deck will be in tension whilst the keel will be in compression.
When the hull is hogging, the deck will be in compression whilst the keel will be in tension.
When the hull is sagging, the deck will be under tension whilst the keel will be in compression.
When the hull is sagging, the deck and keel will be under tension.
Next question
Which one of the following statements about bending of the hull is most accurate?
When the hull is hogging, the deck will be under compression whilst the keel will be in tension.
When the hull is sagging, the deck will be under compression whilst the keel will be in tension.
When the hull is sagging, the deck will be under tension whilst the keel will be in compression.
When the hull is sagging, the deck and keel will be under compression.
Next question
Which one of the following statements about checking the ship’s structure for defects is most accurate?
Ship’s crew have insufficient training to inspect the cargo holds, hatch covers and ballast tanks with a view to detecting damage and defects.
Ship’s crew are not allowed to inspect the cargo holds, hatch covers and ballast tanks with a view to detecting damage and defects.
There is no need to detect damage and defects between surveys.
Ship’s crew should regularly inspect the cargo holds, hatch covers and ballast tanks with a view to detecting damage and defects.
Next question
Which one of the following statements about corrosion is most accurate?
No permanent loss of hull strength occurs, because of operation in heavy weather.
The strength of the hull always decreases rapidly in service.
Corrosion of the hull is relatively unimportant, as there is an allowance for this at the design stage.
Corrosion can greatly reduce the strength of the ship.
Next question
Which one of the following statements about corrosion is most accurate?
Corrosion leads to loss of strength and promotes cracking.
Corrosion leads to some loss of strength only.
Corrosion of some ballast tank surfaces is to be expected, and is not a major problem.
Corrosion of side plating is to be expected, and is not a major problem.
Next question
Which one of the following statements about fatigue is most accurate?
Because fatigue requires millions of stress reversals, it is unlikely to affect most ships.
Fatigue cracking is made more likely by surface corrosion, and sudden changes of section.
The strength of the hull is constant, throughout its lifetime.
Operation in heavy weather is not related to fatigue.
Next question
Which one of the following statements about forces on beams is most accurate?
Vertical forces applied to a beam, cause only compression or tension.
Vertical forces applied to a beam, cause compression, tension, shear and bending.
Vertical forces applied to a beam, cause bending.
Vertical forces applied to a beam, cause shear forces.
Next question
Which one of the following statements about forces on beams is most accurate?
If a beam is loaded symmetrically, the reaction at each support will be different.
If a beam is loaded symmetrically, the reaction at each support will be the same.
If a beam is loaded symmetrically, the reaction at each support will be equal to the full load.
If a beam is loaded symmetrically, the reaction at each support will be zero.
Next question
Which one of the following statements about forces on the hull is most accurate?
Shear forces on the hull will tend to be high if all holds are evenly loaded.
Shear forces on the hull will tend to be high if one hold is fully loaded and the next is empty.
Shear forces on the hull will tend to be high if all holds are empty.
Shear forces on the hull will tend to be low if one hold is fully loaded and the next is empty.
Next question
Which one of the following statements about forces on the ship’s hull is most accurate?
Panting is the in and out movement of the shell plating, due to the variation in water pressure on the shell plating.
Pounding is most likely to occur, when the ship is fully loaded.
Panting occurs, when the vessel is lifted by the sea, and then slams back down on the water.
Pounding damage is most likely at mid-ships.
Next question
Which one of the following statements about hull inspections is most accurate?
Ship’s crew should regularly inspect the cargo holds, hatch covers and ballast tanks with a view to detecting damage and defects.
Ship’s crew are not allowed to inspect the cargo holds, hatch covers and ballast tanks.
There is no need to detect damage and defects between surveys.
Ship’s crew have insufficient training to inspect the cargo holds, hatch covers and ballast tanks with a view to detecting damage and defects.
Next question
Which one of the following statements about hull strength is most accurate?
A ship regularly operating in heavy weather is subject to many stress reversals, which lower the strength of the hull.
A ship regularly operating in heavy weather will remain as strong as when new, if properly maintained.
Fatigue cracking is never related to corrosion.
Small Fatigue cracks will normally be okay, until the next dry-dock or survey.
Next question
Which one of the following statements about sloshing of fluid in tanks is most accurate?
Excessive forces from fluids sloshing in tanks can be prevented by not having them between 20 % and 90 % full.
Excessive forces from fluids sloshing in tanks can be prevented by having them between 20 % and 90 % full.
Excessive forces from fluids sloshing in tanks can only be prevented by having them completely full.
Excessive forces from fluids sloshing in tanks can be prevented by having them only half full.
Next question
Which one of the following statements about static and dynamic loads on the hull is most accurate?
Dynamic loads on the hull can be reduced by slowing down or altering course.
Little can be done in heavy weather to reduce the dynamic loads on the hull.
Static loads on the hull can be reduced by slowing down or altering course.
Slowing down in heavy weather should only be considered in an emergency.
Next question
Which one of the following statements about the loads on the hull is most accurate?
Reducing the dynamic loads on the hull by slowing down or altering course in heavy weather is effective in both increasing safety and maintaining the strength of the vessel.
Little can be done in heavy weather to reduce the dynamic loads on the hull.
Static loads on the hull can be reduced by slowing down or altering course.
Reducing the dynamic loads on the hull by slowing down or altering course in heavy weather should only be considered in an emergency for safety reasons.
Next question
Which one of the following statements about the strength on the hull is most accurate?
Factors such as operation in rough weather and damage from cargo work can greatly reduce the strength of the hull.
The strength of the ship never changes much after the building stage.
The strength of the ship always decreases rapidly in service.
Incidental damage from cargo work has no effect on the strength of the hull.
Next question
Which one of the following statements about the strength on the hull is most accurate?
The strength of the ship is fixed at the design stage.
The strength of the ship is fixed after the building stage.
The strength of the ship always decreases rapidly in service.
Factors, such as regular operation in heavy weather and damage from cargo work reduce the strength of the ship.
Next question
Which one of the following statements is most accurate?
Static forces on the vessel are insignificant compared to sea forces.
Dynamic loads on the vessel are insignificant compared to the cargo load.
Provided the maximum static loading for the hull has not been exceeded, the vessel should be safe in any weather condition.
High static forces, for instance due to poor cargo loading, reduce the ability of the hull to resist the dynamic loads experienced in heavy weather.
Next question
Which one of the following statements is most accurate?
The highest forces due to wave action occur when the distance between wave crests is equal to half the length of the ship.
The highest forces due to wave action occur when the distance between wave crests is equal to twice the length of the ship.
The highest forces due to wave action occur when the distance between wave crests is equal to one quarter of the length of the ship.
The highest forces due to wave action occur when the distance between wave crests is equal to the length of the ship.
Next question
Which one of the following statements is most accurate?
Pounding is the in and out movement of the shell plating due to the variation in water pressure on the shell plating.
Pounding is most likely to occur when the ship is fully loaded.
Panting occurs when the vessel is lifted by the sea, and then slams back down on the water.
Pounding occurs when the vessel is lifted by the sea, and then slams back down on the water.
Next question
Which one of these IMO publications requires that Bulk Carriers have loading instrument?
COLREG.
SOLAS.
MARPOL.
Next question
Which one of these IMO publications requires that Bulk Carriers have loading plan?
COLREG.
SOLAS.
MARPOL.
Next question
Which reference to crack formation in the hull structure, which one of the following statements is most accurate?
Cracks can occur due to fatigue, corrosion, or sharp changes of section.
Cracks occur, when the material can no longer withstand compressive forces.
Small cracks often occur and are not a significant problem.
Cracks in hatch coamings are not a significant problem.
Next question
With reference to cracking of the hull structure, which one of the following statements is most accurate?
Cracks occur, when the material can no longer withstand tensile forces.
Cracks occur, when the material can no longer withstand compressive forces.
Corrosion does not affect whether or not cracks occur.
Fatigue does not affect whether or not cracks occur.
Next question
With reference to looking for defects in the hull structure around hatch openings, which one of the following statements is most accurate?
The hatch corners and hatch coaming brackets need close attention as they are prone to cracking.
The deck plating midway along the length of the hatch needs close attention as it is prone to cracking.
The deck plating midway along the breadth of the hatch needs close attention as it is prone to cracking.
Hatch openings do not form part of the structure and therefore do not need close inspection.
Next question
With reference to looking for defects in the hull structure, which one of the following statements is most accurate?
Indentations in the side and floor plating of Bulk carriers from cargo work can lead to corrosion and cracking.
Indentation in the side and floor plating of Bulk carriers from cargo work are usually of no great importance.
Large hatch openings on container and bulk vessels do not form part of the structure and therefore do not need close inspection.
Double bottom tanks are not usually subject to corrosion.
Next question
With reference to shear forces on a ship’s hull, which one of the following statements is most accurate?
Shear forces cause further stress on the hull in addition to that caused by bending.
Shear forces are not significant compared to the stress on the hull caused by bending.
Shear forces cancel out some of the stress on the hull caused by bending.
Shear stress always opposes the stress on the hull caused by bending.
Next question
With reference to static and dynamic forces acting on the hull, which one of the following statements is most accurate?
High static forces, for instance due to poor cargo loading, mean that the vessel is less safe, when operating in heavy weather.
Provided the maximum static loading for the hull has not been exceeded, the vessel should be safe in any weather condition.
Dynamic loads on the vessel are insignificant, compared to the weight of cargo and blast.
Static forces on the vessel are insignificant, compared to sea forces.
Next question
With reference to stiffening of side shell plating, which one of the following statements is most accurate?
The middle and ends of stiffeners and girders will be subjected to the highest bending stress.
The middle and ends of stiffeners and girders will be subjected to zero bending stress.
Bending stress is equal along the entire length of stiffeners and girders.
The ends of stiffeners and girders will be subjected to zero bending stress.
Next question
With reference to stiffening of side shell plating, which one of the following statements is most accurate?
The ends of stiffeners and girders will be subject to zero bending stress.
The middle of stiffeners and girders will be subject to zero bending stress.
The middle and ends of stiffeners and girders will be subject to the lowest bending stress.
The middle and ends of stiffeners and girders will be subject to the highest bending stress.
Next question
With reference to the forces acting on the hull, which one of the following statements is most accurate?
Dynamic forces are always small, compared to static forces.
The weight of fuel, cargo, fresh water and ballast are examples of dynamic forces.
Static forces tend to cancel out dynamic forces.
Panting, pounding, and sloshing of liquids in tanks are examples of dynamic forces.
Next question
With reference to the hull structure, which one of the following statements is most accurate?
If protective coatings are maintained, fatigue will never affect a ship.
Fatigue is the reduction in strength of a material, due to constant high load.
Fatigue cracking is most likely when the ship is new.
Fatigue is the reduction in strength of a material, due to repeated cycles of stress.
Next question
With reference to the hull structure, which one of the following statements is most accurate?
Resistance to buckling depends on the length and cross section of the stiffener or girder.
Resistance to buckling depends only on the length of the stiffener or girder.
Resistance to buckling depends only on the cross section of the stiffener or girder.
Buckling can occur in tension or compression.
Next question
With reference to the stress distribution along the length of a ship’s hull subjected to bending, which one of the following statements is most accurate
If the ship is evenly loaded, the bending stresses are at a maximum at mid-length.
If the ship is evenly loaded, the bending stresses are at a maximum fore and aft.
If the ship is evenly loaded, the bending stresses are equal along the length of the ship.
If the ship is evenly loaded, the bending stresses are at a minimum at mid-length.
Next question
With reference to the stress distribution of a ship’s hull subjected to bending, which one of the following statements is most accurate
The bending stresses will be maximum at the deck and bottom plating, and reduce towards the neutral axis at, approximately, the midpoint of the side plating.
The bending stresses will be zero at the deck and bottom plating, and increase towards the neutral axis at, approximately, the midpoint of the side plating.
The bending stresses will be equal at the deck, bottom plating, and the neutral axis at, approximately, the midpoint of the side plating.
The bending stresses will be maximum at the deck plating, and reduce to zero at the bottom plating.
Next question
With reference to water on the deck of a ship, which one of the following statements is most accurate
Sea water coming over the deck will cause downward forces on the ship’s structure, and is most likely to affect the fore end of the vessel.
Sea water coming over the deck will cause downward forces on the ship’s structure, and is most likely to affect the aft end of the vessel.
Sea water coming over the deck causes additional buoyancy forces on the ship’s structure.
Sea water coming over the deck has little overall effect on large vessels.
Next question
With regard to hull surveys, which one of the following statements is most accurate?
The role of ship’s staff should be minimal.
Ship staff need to prepare the spaces for entry, and have the necessary documentation available.
Ships staff only need to prepare the spaces for entry.
Ships staff should not be involved.
Next question
With regard to looking for defects in the hull structure, which one of the following statements is most accurate?
Connections between parts of the structure are so strong, that they rarely fail.
Connection between parts of the structure, or changes of section, are common areas to find defects.
Small cracks in shell plating above the waterline are of no concern.
Loss of protective coating above welds is fairly common and of no immediate concern.
Next question
With regard to shear forces acting on the hull, which one of the following statements is most accurate?
Shear force is created when there are two parallel forces in the same direction, like gravity and buoyancy.
Shear force is created when there are two parallel, opposite forces, like gravity and buoyancy.
Shear force refers to the horizontal force at the forward part of the vessel.
Shear force refers to the horizontal force at the aft part of the vessel.
Next question
With regard to the hull construction of gas carriers, which one of the following statements is most accurate?
The cargo tanks make a large contribution to the strength of the hull.
The cargo tanks do not contribute to the strength of the hull structure.
Only the cargo tanks need to be made of low temperature steel.
The cargo tanks account for about 20 % of the hull strength.
Next question
With regard to the hulls of Ro-Ro’s and car ferries, which one of the following statements is most accurate?
The bow visor and inner door are considered the most vital areas of the hull for inspection on car ferries and Ro-Ro vessels.
The bow visor and inner door are above the waterline, and therefore less vital, than other areas of the hull for inspection on car ferries and Ro-Ro vessels.
The deck plating is considered the most vital areas of the hull for inspection on car ferries and Ro-Ro vessels.
The bottom plating is considered the most vital areas of the hull for inspection on car ferries and Ro-Ro vessels.
Next question
With respect to bending stresses on the ship’s hull, which one of the following statements is most accurate?
Bending stresses will normally be highest at mid length and at the deck and bottom plating levels.
Bending stresses will normally be highest fore and aft and at the deck and bottom plating levels.
Bending stresses will normally be highest at mid length and halfway between the deck and bottom plating levels.
Bending stresses will normally be highest in way of the engine room and halfway between the deck and bottom plating levels.
Next question
With respect to flat bar cross section of stiffeners used for the ship’s hull, which one of the following statements is most accurate?
Flat bar is relatively poor at resisting buckling.
Flat bar is relatively good at resisting buckling.
Flat bar is relatively expensive to make.
Flat bar is difficult to apply a protective coating to.
Next question
With respect to framing types for the ship’s hull, which one of the following statements is most accurate?
Combination framing uses both transverse and longitudinal framing.
Combination framing uses transverse frames and box girders.
Combination framing uses longitudinal frames and box girders.
Combination framing is required on all new oil tankers.
Next question
With respect to rolling causing stress on the ship’s hull, which one of the following statements is most accurate?
Rolling mostly causes stresses in the transverse bulkheads.
Rolling mostly causes stresses at the forward part of the ship.
Rolling mostly causes stresses at the aft part of the ship.
Rolling mostly causes stresses in the longitudinal stiffeners.
Next question
With respect to the cross sections of stiffener used for the ship’s hull, which one of the following statements is most accurate?
Angle bar has high resistance to twisting.
T-profile does not tend to twist and has better resistance to buckling and fatigue, than flat bar.
Flat bar performs better in most situations.
It is difficult to apply protective coatings to bulb profiles.
Next question
With respect to the cross sections of stiffeners used for the ship’s hull, which one of the following statements is most accurate?
Angle bar performs better in most situations.
T-profile performs better in most situations.
Flat bar performs better in most situations.
It is difficult to apply protective coatings to bulb profiles.
Next question
With respect the ship’s hull, which one of the following statements is most accurate?
Transverse framing tends to be used for longer vessels.
Longitudinal framing tends to be used for longer vessels.
Longitudinal and transverse framing should never be used on the same ship.
Longitudinal framing cannot resist bending stresses.
Next question
With respect the ship’s hull, which one of the following statements is most accurate?
The main purpose of the longitudinal stiffeners is to resist bending.
Longitudinal stiffeners are only used in shorter vessels.
Longitudinal stiffeners are only used in longer vessels.
The main purpose of the transverse frames is to support the deck structure.
Next question
With respect the ship’s hull, which one of the following statements is most accurate?
The main purpose of the transverse frames is to resist bending.
Transverse frames are only necessary in shorter vessels.
Transverse frames are only necessary in longer vessels.
The main purpose of the transverse frames is to resist hydraulic loads.
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* In some questions may be more, than one right answer.