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Crew Evaluation System CBT test online for seamans about Voyage Planning, Pilotage and Berthing

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Welcome to the website where you can pass online the Computer Based Test (CBT) also known as Crew Evaluation System (CES) on the subject «Voyage Planning, Ship Pilotage and Berthing». Practice like this will help you as a marine specialist improve your knowledge with the help of online studying and appraisal practice. CES/CBT based on practical information and marine specialists experience.

CES & CBT 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 «Voyage Planning, Pilotage and Berthing». Those questions can be used for competence verification specialist capable of preventing accidental situations related with transporting safety, or also for self-examination.

«Voyage Planning, Pilotage and Berthing» subject includes theoretical and practical information about advanced training for work on the ship. Knowledge of this information directly shows employee’s competence who holds a relevant post on a vessel. The main task of the pilotage service is to ensure the safety of the piloted vessel and protection from environmental pollution. Vessel pilotage safety is achieved by proper quality of provided pilotage services.

On this site Crew Evaluation System Test on the subject «Voyage Planning, Pilotage and Berthing» contains 19 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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Start test
In relation to a detailed voyage plan, which of the given options is the most likely indication arising from an uneventful voyage, with unused contingency plans and minimum items referenced in the Bridge Note Book?
It is probably an indication of an excellent plan.
It is probably an indication that the plan can be simpler next voyage.
It is probably an indication that the plan covered more than was required.
It is probably an indication that the ship was lucky and experienced good weather throughout the voyage.
Next question
In the Voyage Planning process where, during the Voyage, should it be considered that most incidents are likely to happen?
During berthing and Un-berthing.
During transit of a Traffic Separation Scheme.
During a coastal passage.
There is no point during a voyage that an incidents are more likely, incidents can happen at any time.
Next question
What is of utmost importance, when passage planning for a vessel with draught restrictions?
Tidal movements and time of tides.
Displaying day and night signals on board.
ETA at waypoints.
When in narrow channels, always keeping to the starboard side of the channel.
Next question
What is the quickest means of knowing whether a vessel is being affected by currents, when coasting?
Use of parallel indexing.
By visual bearings of conspicuous objects.
By the Doppler log.
Use of the echo sounder.
Next question
What should be done if a deviation creates considerable time delays?
All subsequent waypoint ETAs should be adjusted accordingly.
The vessel should be brought back onto its intended track.
The vessel’s speed should be increased.
The closest VTS should be informed.
Next question
When Voyage Planning, should the primary method of navigation always be the GPS?
No, it depends on the location and circumstances.
Yes, because GPS provides positions in the middle of the ocean.
Yes, because the GPS is accurate within a few metres.
No, visual positions should always be the primary method to fix the vessel’s position.
Next question
When Voyage Planning, why should the plan suggest alternative methods to fix the vessels position?
Alternative methods to fix the vessels position are needed because no single method is 100 % reliable.
Alternative methods to fix the vessel’s position are not needed because GPS is always accurate.
Alternative methods to fix the vessel’s position are needed because sometimes there are no visual marks identified.
Alternative methods to fix the ship’s position are taken because the OOW needs to practice these various competencies.
Next question
When approaching port, why should a voyage plan have to identify more than one possible anchorage area?
Because in an emergency a vessel should have an alternative anchorage option.
Because it is mandatory, under international regulations.
So that the Master may choose an anchorage with the least number of ships.
So that an appropriate anchorage may be chosen, for better shore communications.
Next question
When conducting a Voyage Plan and using GPS, ECDIS and other modern navigational aids, is it still necessary to determine the error of the magnetic compass?
Yes, always.
No, never.
Yes, very occasionally.
Yes, but only in special circumstances.
Next question
When executing a Voyage Plan, what is meant by “situation awareness” with reference to navigation?
Situation awareness means appreciating the complete situation all around the ship and also on the ship.
Situation awareness means knowing whether a ship is on a collision course.
Situation awareness means the Officer of the Watch understands the requirements of the Bridge Team.
Situation awareness means the Officer of the Watch knows which navigational marks are available to take positions.
Next question
When executing a Voyage Plan, what would be the significance to the OOW when the predicted time at a way point is significantly different to the actual time arriving at that position?
The OOW should treat it as a warning something may be wrong.
It indicates that the Voyage Plan is incorrect.
The OOW would consider altering the time at the next waypoint to correct the time difference.
It could be ignored as the Voyage Plan would have been constructed a long time before it was executed.
Next question
When passage planning, what external factor should be considered when considering the vessel’s speed?
The effects of ocean currents.
Ocean temperatures.
Traffic density in certain areas.
The presence of icebergs.
Next question
When passage planning, what should be prepared in advance for coming alongside?
A berthing plan.
A docking plan.
A copy of the ship’s manoeuvring characteristics.
Composition of the bridge team.
Next question
When passage planning, where should VTS reporting locations be made?
On charts and in the Bridge notebook.
In the Bridge notebook.
On the VHF.
On the bridge console.
Next question
Which one of the given options is correct in relation to following a Voyage Plan when a pilot is on board the vessel?
The Voyage plan may be adjusted by the pilot with the agreement of the Master.
The Voyage Plan should not require any adjustment when the pilot boards the vessel.
A Voyage plan is not required when a pilot is on board as he is very familiar with this part of the voyage.
The pilot normally will make minor adjustments to the original Voyage plan independently as he navigates within the pilotage area.
Next question
Why does a radar picture not always follow the charted coastline?
Because of poor radar reflections from some coastal areas.
Because by the time the radar receives a signal, the vessel has moved along its track.
Because of interference from radars on other ships.
Because of poor surveys of coastlines in some areas of the world.
Next question
Why should buoys not be used, with regard to position fixing?
Because they could be adrift.
Because they are too small to obtain a fix.
Because navigational charts warn against this practice.
Because they are only meant to mark fairways and dangers.
Next question
Why should the echo sounder be frequently used in shallow waters?
To provide a useful position line when crossing a particular depth contour.
To warn the navigator of possible squat.
Because it is an international requirement.
To cross-check the position of underwater obstructions with the chart in use.
Next question
Why would a voyage plan possibly need adjustment when a pilot arrives on board?
Because he/she will have the latest local knowledge, for which the voyage plan may need to be adjusted.
Because voyage plans do not cover the pilotage phase of a voyage, in detail.
Because this is standard practice with most pilots.
Because the pilot may not be satisfied with the voyage plan.
Show result
* In some questions may be more, than one right answer.
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Январь, 30, 2023 897 0
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