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1.A mooring rope breaks close to the eye-splice during cargo operations
at night. What action would you take?
1.
2.
3.
4.

Inform the stevedores.


Inform the captain.
Replace it at once.
Repair it in the morning.

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2.Access doors on deck cranes have to be ....


1.
2.
3.
4.

made of a special light alloy.


fitted with a quick opening mechanism.
fitted with special security locks.
weathertight.

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3.According to International Grain Code, the terms grain includes


1.
2.
3.
4.

wheat, maize, oats rye, barley, rice, pulses, seeds


wheat, maize, oats rye, barley, rice, seeds
wheat, maize, barley, rice, seeds
wheat, maize, oats rye, barley, rice,

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4.After a lifting block has been dismantled, cleaned and reassembled,


which of the following is checked?
1.
2.
3.
4.

That the correct grease has been used.


That all the split pins and locking devices have been replaced.
That the correct block has been dismantled.
That all parts of the block have been cleaned.

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5.After a partial discharge and prior to sailing, it is important to......


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1.
2.
3.
4.

secure & shore the remaining cargo.


thoroughly ventilate.
redo the cargo plan.
carry out a cargo survey.

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6.After putting the windlass in gear, what must you do next?


1.
2.
3.
4.

Start the windlass


Open the brake
Ring the anchor bell
Start the electrical convertor

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7.Bale capacity compared to grain capacity is....


1.
2.
3.
4.

less or equal
more.
always the same.
dependent on the stowage factor.

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8.Ballast lines to deep tanks should be.....


1.
2.
3.
4.

flooded to keep pumps primed.


ultrasonically tested annually.
flushed weekly.
blanked prior to loading dry cargo in them.

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9.Before entering a cargo space after a long ocean passage, what must
you ensure?

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1.
2.
3.
4.

That the hatch is fully opened and well ventilated.


That all lashings are removed.
That derricks or cranes are rigged.
That you are carrying spare electric lamps.

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10.Bulk grain cargo should be carried as directed under the rules of.....
1.
2.
3.
4.

Code of safe Practice for Cargo Stowage and Securing


the SOLAS (IMO) Grain Rules.
International Maritime Solid Bulk Cargo Code
Load Line Convention

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11.Cargo winches need which of the following that are NOT fitted to
mooring winches?
1.
2.
3.
4.

A slipping clutch.
A fail-safe brake.
Two different speeds.
A reverse gear.

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12.Deck cargo stowage should......


1.
2.
3.
4.

allow an unobstructed view from the Bridge.


not require temporary walkways.
not be placed on dunnage.
ensure that access is maintained to the hatches.

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13.Document of Authorization to Carry Grain Cargoes is


1. is a certification made by an Administration which is signatory to the

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Convention that a specific ship is capable of carrying grain in bulk


2. is a certification made by an Clasification Society that a specific ship is
capable of carrying grain in bulk
3. is a certification made by vessel's owner that a specific ship is capable of
carrying grain in bulk
4. is a certification made by an Administration which is signatory to the
Convention that all ships are capable of carrying grain in bulk

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14.During cargo operations, winch operators should....


1.
2.
3.
4.

have a clear view of the work area.


take orders from one controller.
have a portable radio.
be able to communicate with one another.

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15.For a vessel that loading bulk grain, Master shall demonstrate the
ability of the ship to comply with stability criteria
1.
2.
3.
4.

prior commencement of loading


on completion of loading
at all stages of the voyage
on arrival at the discharging ports

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16.For general cargo, thorough hold preparation is required. This is


mainly to ensure that.....
1.
2.
3.
4.

bilges are clean and working.


all dunnage is renewed.
the next cargo is carried efficiently and safely.
the previous cargo value is realized.

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17.For the ships carrying timber deck cargoes, the minimum value of
metacentric height should be
1.
2.
3.
4.

at the beginning of the voyage


on completion of loading and debalasting
at all the times during the voyage
at the arrival at discharging port

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18.For the ships carrying timber deck cargoes, the minimum value of
metacentric height should take into account
1.
2.
3.
4.

the quantity of timber deck cargo


the number of tanks with free surfaces
the absorbtion of water by timber deck cargo
the period of ship's rolling

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19.Guideline requirements for the carriage of bulk grain state that......


1.
2.
3.
4.

following a cargo shift, the maximum heel must be no more than 12.
The ship can sail with a maximum of 5 heel.
grain must always be overstowed.
grain must never be overstowed.

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20.Heavy items should be preferably stowed


1.
2.
3.
4.

amidships
in the fore and aft direction
only on lower hold
only on deck

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21.How much space would 300 tonnes of tea with a stowage factor of 3.0
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take up, if it had a broken stowage factor of 10%?


1.
2.
3.
4.

90 cubic metres
990 cubic metres
330 cubic metres
3,330 cubic metres

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22.How would you send a cluster light down into a cargo hold?
1.
2.
3.
4.

By the electric cable.


Carry it down over your shoulder.
Lower it on a line.
Drop it down to an assistant.

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23.If the load concentration of the one heavy unit cargo exceeds the tons
per square meters, what would you do
1. in this case the heavy unit will not be loaded on board vesse;
2. the intended stowage area will be laid with timber bearers in order to
spread the load
3. the intended stowage area will be avoided and the heavy unit will be loaded
in other place
4. the heavy unit will be stowed on deck

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24.If you are on a bulk carrier loaded with iron ore what stresses would
you anticipate which may occur during the voyage
1.
2.
3.
4.

bending moments and shearing forces


racking stresses, bending moments and shearing forces
racking stresses, bending moments, shearing forces and torsional stresses
bending moments, shearing forces and torsional stresses

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25.In bulk carriers loading there is a practice that at the time of


calculation the maximum deadweight that the vessel can lift to
1. add a sagging allowance of the vessel, which is a reduction in deadweight
capacity which results from ship's normal sagging when load
2. add a hogging allowance of the vessel, which is a increasing in deadweight
capacity which results from ship's normal hogging when load
3. none of the aswers is correct
4. both answers are correct

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26.In case of bulk grain loading if there is a reserve of deadweight then


taking ballast may be helpful. If this alternative is used the ballast must
be on board
1.
2.
3.
4.

at the time of departure from loading port


during the voyage when is necessary
there is no need to take ballast in this situation
ballast must be taken on board after leaving the berth

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27.In case that a large bulk carrier is partly loaded with a high density
cargo, the method of loading can be
1. block loading condition, in which two ore more adjoining holds contain
cargo bur the holds next to the block are empty
2. alternate hold loading, in which loaded holds are alternate with empty
holds
3. both methods
4. even if the cargo is not satisfying the loading capacity of the vessel, the
cargo must be evenly distributed in all holds

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28.In loading bulk carriers the values for bending moments and shearing
forces are calculated
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1. the "port values"


2. the "sea values"
3. only the "sea values" because take account the additional stresses to which
the ship is subjected when moving in a sea way
4. answers "a" and "b" are correct

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29.In the situation of loading heavy cargo items, the Master should be
provided with sufficient information on cargo offered for shipment that
should include at least the following
1.
2.
3.
4.

location of the centre of gravity


securing points, including details of their strength
bedding areas and particular bedding precautions if applicable
all of the above

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30.In the stowage of deck cargo, "cribbing" is


1.
2.
3.
4.

placed on deck to support the cargo


separation pieces used to keep cylinders upright and steady
shims for stowing baled cargo
nets placed across the hatch opening to keep the cargo from falling in the
hatch

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31.In this picture, what should be checked prior to closing the hatch
cover, in order to make sure that the hatch cover will make a watertight
seal?
Maximizeaza

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1.
2.
3.
4.

The wheels are on the trackway.


The chain is not slack.
The rubber around the underneath of the cover is not missing.
The top of the hatch cover is clear.

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32.Maximum securing load is the term used to define


1.
2.
3.
4.

the load capacity for a device used to secure the cargo


the capacity of the lifting tackle
the maximum capacity of crane lifting
the maximum capacity of the derick lifting

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33.Occasionally a MacGregor hatch may pull from side to side. This


could be due to.....
1.
2.
3.
4.

the eccentric rollers not being in place.


the locking cleats seizing.
the cross wedges not being removed.
the pulling chains being of unequal length.

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34.On a McGregor hatch, if the chains on either side are of uneven


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length, which one of the following could occur?


1.
2.
3.
4.

Failure of the eccentric wheels to operate.


A loss of watertight integrity of the hatch.
A failure of the hatch to open fully.
Uneven closing of the hatch and possible jamming.

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35.On a McGregor steel pull type hatch cover what is the bull wire used
for?
1.
2.
3.
4.

It is the pulling wire.


It is the check wire.
It is a preventer wire.
It is a safety wire.

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36.Possible shifts of grain cargo may be controlled by......


1.
2.
3.
4.

saucers filled with bagged grain.


overstowing with heavy cargo.
fitting canvas dividers.
maintaining a low GM.

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37.Prior to preparing and cleaning holds in preparation for bulk cargo it


is important to......
1.
2.
3.
4.

isolate fire lines.


increase ventilation.
maximize the GM.
consult the IMO Code of Practice.

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38.Railway Iron as far as possible should be stowed.....


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1.
2.
3.
4.

on deck.
athwart-ships.
bedded on softer cargo.
fore & aft.

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39.The "rule-of-thumb" method used for securing cargo is defined as


1. the total capacity of MSL values securing devices on each side of a cargo
unit (port as well as starboard) should equal to the weight of the unit
2. the total capacity of MSL values securing devices on each side of a cargo
unit (port as well as starboard) should equal to double of the weight of the
unit
3. the total capacity of MSL values securing devices on each side of a cargo
unit (port as well as starboard) should equal to half of the weight of the unit
4. the total capacity of MSL values securing devices on each side of a cargo
unit (port as well as starboard) should equal to 1/3 of the weight of the unit

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40.The IMO regulations for timber deck cargoes require.....


1.
2.
3.
4.

a taut lifeline on the ship's centreline.


lifelines to be rigged on the port and starboard sides.
lifelines to be made available if required.
lifelines to be of manila.

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41.The outside of deck cranes, derricks and hatch coamings all need
protecting with.....
1.
2.
3.
4.

grease.
emulsion paint.
gloss paint.
bituminous paint.

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42.The picture shows a tackle being used to lift a load. What is the
velocity ratio of this tackle as it is being used?
Maximizeaza

1.
2.
3.
4.

2
3
4
5

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43.The Safe Working Load should be marked on which of the following?


1.
2.
3.
4.

Deck machinery.
Windlasses.
Lifting gear.
Lifeboat davits.

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44.The term "filled compartment, trimmed" refers to any cargo space in


which

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1.
2.
3.
4.

after loading the bulk grain is at its highest possible level


after loading and trimming the bulk grain is at its highest level possible
after trimming the bulk grain is at its highest level possible
the bulk grain is at its highest level possible

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45.The term "filled compartment, untrimmed" refers to any cargo space


which
1. is filled to the maximum extent possible in way of the hatch opening but
which have been trimmed outside the periphery of hatch opening
2. is filled to the maximum extent possible in way of the hatch opening but
which has not been trimmed outside the periphery of the hatch opening
3. is filled to the maximum extent possible but which has not been trimmed
inside the periphery of hatch opening
4. is filled to the maximum extent possible and not trimmed

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46.The watertight integrity of a hatch should be tested with a frequency


of ....
1.
2.
3.
4.

6 months.
12 months.
24 months.
60 months.

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47.What action would you take if a defect developed while using any
lifting gear?
1.
2.
3.
4.

Proceed very carefully.


Stop and report the defect.
Report the defect at the end of the working day.
Return the equipment and use a replacement.

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48.What does this sign mean?


Maximizeaza

1.
2.
3.
4.

Keep your hands in the boat.


Heavy objects.
Keep warm.
Secure hatches.

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49.What important information is stamped on all cargo blocks?


1.
2.
3.
4.

The ship's name and official number.


The S.W.L.
The manufacturer's name and date of manufacture.
The maintenance order number.

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50.What is a "union purchase"?


1. When using two derricks rigged over each side with runners attached over
the centre of the hold.

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2. When using a fixed derrick and a swinging derrick with runners attached
together.
3. When using two derricks, rigged one over the side and one over the cargo
hold.
4. When using both derricks rigged together and combined to lift heavy loads.

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51.What is the "cargo sweat"


1. cargo sweat occurs when vessel is going from cold climate to hot climate
and ventilating hatches at the wrong time
2. cargo sweat occurs when vessel is going from hot climate to cold climate
and ventilating hatches at the wrong time
3. cargo sweat occcurs at any time
4. cargo sweat will not occur and cold climate

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52.What is the purpose of wheel A in this picture?


Maximizeaza

1.
2.
3.
4.

To allow the hatch cover to roll along its trackway.


To tip the hatch cover into a vertical position when opened.
To drive the hatch cover closed.
To negotiate any object lying on the coaming.

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53.What part of the hatch cover is in circle A?


Maximizeaza

1.
2.
3.
4.

A wedge type cleat.


A padeye.
A lifting bolt.
A senhose slip.

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54.What part of the ship is shown by letter B?


Maximizeaza

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1.
2.
3.
4.

The cargo hold riser.


The hatch cover.
The storm protector.
The hatch coaming.

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55.When calculating the stresses of a bulk carrier the "port values"


compared with "sea values" can be
1.
2.
3.
4.

the"port values" higher than "sea values"


the "port values" lower than "sea values"
both values must be equal and not exceeding maximum alowable stresses
none of the answers is correct

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56.When deck cargo is loaded it is important to......


1.
2.
3.
4.

load the heaviest cargo on deck.


maintain access to moorings.
allow for ice accretion.
ensure that access is maintained to the hatches.

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57.When loading bulk grain cargo, in order to prepare an accurate


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stability calculation, the following information must be ascertained


1.
2.
3.
4.

the quantity and type of grain to be loaded


an accurate estimate of stowage factor
the distance and steaming time required to the port or ports of discharge
all of the above

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58.When loading bulk grain cargo, in order to prepare an accurate


stability calculation, the following information must be ascertained
1. the seasonal zones to be traversed during voyage
2. draft restrictions which may be encountered during voyage
3. the quantities of fuel and water on hand at departure, daily consumption,
and the amounts to be taken at bunkering ports during the voyage
4. all of the above

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59.When loading vehicles as cargo, the fuel tanks should be......


1.
2.
3.
4.

empty.
full.
carrying a minimum of fuel.
sealed

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60.When operating union purchase cargo lifts......


1.
2.
3.
4.

angles between married runners should never exceed 120.


the safe working load relates to the single derrick limit.
angles between married runners should exceed 90.
preventer guys and slewing guys must share pad eyes.

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61.When planning to load a coal bulk cargo, you should......


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1.
2.
3.
4.

treat it as potentially dangerous.


blank off the hold ventilation system.
rig fire hoses to every hold.
reject the cargo unless there is sufficient moisture content.

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62.When planning to load an iron ore bulk cargo......


1.
2.
3.
4.

no other cargo may be in the same hold.


there is a need to cover it once loaded.
there may be a need to brace the adjacent structure.
sea water flooding must be available.

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63.When the inboard end of a gangway is resting on the bulwark, what


else must be provided?
1.
2.
3.
4.

Stanchions.
A bulwark ladder properly secured and fenced.
A life buoy with self igniting light.
A large wooden crate pushed against the bulwark.

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64.When timber deck cargo has been loaded, the stowage should be such
that.....
1.
2.
3.
4.

there is unrestricted access between stowage.


there is a mixture of heavy with light cargo.
access is maintained to the hatches.
there is solid stowage to prevent water from flowing on deck.

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65.When using a union purchase, where do you secure the preventer


guys?

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1.
2.
3.
4.

From the head of the derrick to either side of the hatch coaming.
From the head of the derrick to the ship's port side.
From the head of the derrick to the ship's starboard side.
From the head of the derrick to the side away from the load.

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66.When using midship holds for timming of a large vessel is


1. prudent to substract a small quantity of cargo for the trimming tonnage to
allow for hog which increase during trimming
2. prudent to substract a small quantity of cargo for the trimming tonnage to
allow for sag which increase during trimming
3. prudent to add a small quantity of cargo for the trimming tonnage to allow
for sag which increase during trimming
4. none of the answers is correct

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67.When working in a cargo hold during cargo operations, what must


you ensure?
1.
2.
3.
4.

That you assist the stevedores as much as possible.


That you stand in the centre of the hold to direct the hatchman/crane driver.
That you keep under the coamings as much as possible.
That any radio equipment (like a walkie talkie) is switched off.

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68.When working in a lower hold with the hatch closed, what must you
ensure?
1.
2.
3.
4.

That there are plenty of portable or cluster lights.


That everyone has a strong flashlight.
That there is a single cluster light.
That there is a portable fan for ventilation.

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69.Where is disposal of wooden dunnage allowed?


1.
2.
3.
4.

It is never allowed.
Outside 12 miles offshore.
Outside 25 miles offshore.
Only outside special areas.

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70.Which of the following cargoes would be most likely to be discharged


using positive displacement reciprocating cargo pumps?
1.
2.
3.
4.

Jet fuel
Gas
Crude Oil
Molasses

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71.Which of the following maintenance features does not apply to deck


cranes?
1.
2.
3.
4.

Overhauling the gooseneck.


Checking and topping up the oil level in the gearbox.
Greasing with a grease-gun.
Regularly checking for brake wear.

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72.Which of the following needs a brake that is activated if the power


fails?
1.
2.
3.
4.

A hatch cover drive motor.


Cargo winches.
Mooring winches.
Windlasses.

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73.Which of the following parts of a MacGregor hatch require the most


maintenance?
1.
2.
3.
4.

Locking cleats.
Chains.
Runners.
Wedges.

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74.Which of these is an adequate means of access to cargo holds?


1.
2.
3.
4.

A mechanical hoist.
A long aluminium ladder.
A rope ladder.
A permanent fitted ladder.

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75.Which of these is an advantage of derricks over cranes?


1.
2.
3.
4.

The driver can slew the load from side to side.


The driver can raise and lower the jib as required.
Cargo can be positioned where it is wanted.
There are less working parts so simpler to maintain.

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76.Which one of the following is not a primary purpose for using


dunnage?
1.
2.
3.
4.

To protect cargo from the effects of sweat


To provide ventilation circulation
To provide cargo segregation
To prevent chafage on cargo

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77.If a cargo is liable to taint, what does this mean?


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1. it means that the cargo gives off a strong odour (taint) that can be passed to
other cargoes.
2. it means that the cargo can be contaminated by strong odour (taint)
received from other cargoes.
3. it means that the cargo gives off vapours that can be passed to other
cargoes.
4. it means that the cargo generates humidity that can be passed to other
cargoes.

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78.When does ship's sweat occur?


1. When the temperature of the outside air is above the dew point of the air in
the hold.
2. When the temperature of the outside air is below the flash point of the air
in the hold.
3. When the temperature of the outside air is below the dew point of the air in
the hold.
4. This situation is likely to occur when a vessel passes from a warm to a
colder climate.

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e
f
g

c
d
e
f
g

c
d
e
f
g

c
d
e
f
g

79.When does cargo sweat occur?


1. When a vessel passes from a cool climate to a warmer one
2. When temperature of the hold will be below the dew point of the outside
air.
3. When a vessel passes from a worm climate to a coler one
4. When temperature of the hold will be above the dew point of the outside
air.

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g
c
d
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d
e
f
g

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80.What tests can be done to a hatch cover to check it is watertight?

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1.
2.
3.
4.

A chalk test of the hatch coaming against the rubber.


When hatches are secured - a hose test.
When holds are loaded - a hose test with sea water
Ultrasonic testing.

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81.A container with this warning sign would contain which type of
hazard?
Maximizeaza

1.
2.
3.
4.

Explosive.
Marine pollutant.
Radioactive.
Toxic.

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82.Can any vessel carry all classes of dangeous goods?


1.
2.
3.
4.

yes, the dangerous goods can be carryied on board all types of vessel
no, passenger vessels are not allowed to carry Class I dangerous goods
no, passenger vessels are not allowed to carry any dangerous goods
yes, except fishing vessels

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83.Cargoes referenced within the IMDG code may be anticipated to be.....


1.
2.
3.
4.

a spontaneous combustion risk.


of a high flash point.
needing underdeck stowage.
of a hazardous nature.

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84.Dangerous cargo on a pallet should be stowed......


1.
2.
3.
4.

below deck for'd.


in a secure container.
below deck aft.
on deck.

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85.Dangerously protruding objects should be highlighted by which of the


following colour combinations?
1.
2.
3.
4.

Red and white.


Yellow and black.
Orange and white.
Blue and green.

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86.In terms of flashpoint, what defines if a container carrying a


flammable liquid must carry this sign?
Maximizeaza

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1.
2.
3.
4.

Required for a flashpoint of 55 degrees C or below.


Required for a flashpoint of 100 degrees C or above.
Required for any flammable liquid regardless of the flashpoint.
Required for a flashpoint of 80 degrees F and above.

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87.In which document will full references and details relating to


dangerous goods be found?
1.
2.
3.
4.

ISM Guidelines
M' Notices
The IMDG Code
The stowage plan

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88.The principal reason for cargo segregation is to......


1.
2.
3.
4.

maintain stability.
allow ventilation.
keep apart cargo that should not be mixed.
allow space for additional cargo.

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89.What does this sign mean?


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Maximizeaza

1.
2.
3.
4.

Chemicals.
Corrosive.
Poisonous.
Dangerous when wet.

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90.What does this sign mean?


Maximizeaza

1. An oxidizing agent.

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2. Contains oxygen.
3. A surface burning fuel.
4. Dangerous when exposed to air.

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91.What does this sign mean?


Maximizeaza

1.
2.
3.
4.

Compressed air.
Non flammable compressed gas.
LPG.
Highly flammable compressed gas.

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92.What is "flashpoint"?
1.
2.
3.
4.

The highest temperature required to form a flammable mixture.


The lowest temperature required to form a flammable mixture.
The temperature a flammable mixture will ignite on its own.
The temperature a liquid will start giving off vapour.

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93.What is "toxicity"?

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1.
2.
3.
4.

The amount of poisonous substances in a material.


The amount of radioactive substances in a material.
The amount of cancer causing substances in a material.
The amount of acid in a material.

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94.What is the IMDG Code?


1.
2.
3.
4.

The International Code for the carriage of livestock


The International Maritime Distress Code
The International Maritime Dangerous Goods Code
The Maritime Industry guidance document for the carriage of Dangerous
Goods

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95.When is a liquid considered to be "volatile"?


1.
2.
3.
4.

When its flashpoint is below 80 degree C (176 degree F).


When its flashpoint is below 70 degree C (158 degree F).
When its flashpoint is below 60 degree C (140 degree F).
When its flashpoint is below 15 degree C (60 degree F).

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96.While loading dangerous goods, a package is dropped. Despite


damaging the packaging the product can be clearly seen and is not
damaged. What should be done?
1.
2.
3.
4.

Repair the packaging


Reject the package
Make an entry in the Log Book
Advise the Master

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97.While loading dangerous goods, the documentation is incomplete

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regarding stowage and classification details. The deck officer should......


1.
2.
3.
4.

request the missing details before sailing.


accept the cargo but make a log entry.
obtain full documentation before loading.
reject the cargo altogether.

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98.Yellow and black stripes are the colours for ....


1.
2.
3.
4.

dangerously protruding objects.


deck machinery starting levers.
hatches.
lifting blocks.

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99.A great trim during vessel's dry-docking will involve


1.
2.
3.
4.

an improve of stability
a greater loss of GM
a greater rise of GM
a better ship's manouvering

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100.About which point on a waterline does a vessel change trim?


1.
2.
3.
4.

Around it's mid point.


Anywhere along the fore and aft line.
The Longitudinal Centre of Flotation.
Around the point at which a weight is added or taken away.

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101.Air draft represents

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1.
2.
3.
4.

vertical distance from the water line to the highest point of the hatch covers
vertical distance from the water line to the highest point of the ship
vertical distance from the deck line to the highest point of the ship
vertical distance from the keel to the highest point of the ship

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102.Freeboard is the vertical distance measured from the......


1.
2.
3.
4.

waterline to the keel.


main deck to the waterline.
main deck to the keel.
top of the bulwarks to the waterline.

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103.Freeboard is the vertical distance measured from the.......


1.
2.
3.
4.

waterline to the keel.


main deck to the waterline.
main deck to the keel.
top of the bulwarks to the waterline.

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104.Fresh Water Allowance reprezinta


1. modificarea de pescaj cand nava trece prin ape cu densitati diferite
2. modificarea de pescaj cand nava trece prin diferite zone de navigatie
3. modificarea de pescaj cand nava trece din apa dulce in apa sarata si vice
versa
4. modificarea de pescaj cand nava trece doar din apa dulce in apa sarata

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105.Fresh Water Allowance se determina din


1. curbele hidrostatice functie de pescajul mediu si deplasamentul navei

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2. este stabilita conform Conventiei Load Line pentru fiecare nava


3. este o marime constanta pentru toate tipurile de nave, stabilita de santierul
constructor
4. se determina la bordul navei functie de densitatea apei in care se afla nava

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106.How do you determine the weight of the vessel that is supported by


the ground when a vessel has run aground?
1. This requires extensive calculation and is usually performed only by a
naval architect not by a ship's officer
2. Determine the point where aground and the draft at that point, then
calculate it using the grounding formula.
3. Use the hydrostatic tables and enter with the mean draft before grounding
and the mean draft after grounding
4. Use the inclining experiment formula and substitute the change of trim for
the angle of list

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107.How is a draught of 7.5 meters read from a draft mark?


1.
2.
3.
4.

At the bottom of 7.4.


At the top of 7.4.
At the bottom of 7.6.
Midway between 7.4 and 7.6.

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108.If a vessel on completion of loading is "hogged" then


1. can lift a greater deadweight than the vessel is sagged
2. can lift a smaller deadweight than the vessel is sagged
3. the vessel will lift the same deadweight in both conditions as corrections
for draft are applied
4. the vessel will lift the same deadweight in both conditions

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109.If the forward draught of a vessel is greater than the aft draught,
what state of trim is the vessel in?
1.
2.
3.
4.

The vessel is said to be "sagged"


The vessel is said to be "hogged"
The vessel is trimmed by the head.
The vessel is trimmed by the stern.

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110.In order to calculate the TPI of a vessel, for any given draft, it is
necessary to divide the area of the waterplane by
1.
2.
3.
4.

35
120
240
420

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111.The Dock Water Allowance is calculated as a proportion of the.......


1.
2.
3.
4.

fresh water allowance.


freeboard.
summer draught.
actual draught.

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112.The maximum mean draft to which a vessel may be safely loaded is


called
1.
2.
3.
4.

mean draft
calculated draft
deep draft
load line draft

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113.The two points that act together to trim a ship are the
1.
2.
3.
4.

LCF and LCB


LCG and LCB
metacenter and LCG
VCG and LCG

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114.What causes "Sagging" in a loaded vessel?


1. Improper loading, caused by placing too much weight at either end of the
ship.
2. Leaving the fore and after peaks full, when the ship is fully loaded.
3. Loading more cargo in the fore and aft holds than in the midship hold
4. Leaving peak tanks empty, and then loading tanks/holds near to amidships.

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115.What does fresh water allowance or "FWA " mean?


1. The maximum amount of fresh water a fully laden vessel is allowed to
carry.
2. The amount of fresh water that may be consumed by each crew member
daily, during rationing.
3. The amount the laden fresh water draft must be reduced by, to equal the
maximum allowed laden salt water draft.
4. The amount the vessel may submerge it's maximum salt water draft by,
when loading in fresh water.

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116.What does the letter " T " stand for in the diagram?
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1.
2.
3.
4.

The Gross Tonnage of the vessel.


The Trim of the vessel.
The Tonnage Mark of the vessel.
The Terminus or most forward point.

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117.What does the term "Trim" mean?


1. The difference between the mean draught, and the forward draught.
2. The state of a vessel on even keel.
3. The difference between the draught at the forward perpendicular and the
draught at the after perpendicular.
4. The difference between the mean draught and the after draught.

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118.What effect does "Freeboard" have on a vessel's dynamical stability?


1. It does not have any effect on dynamical stability.
2. As freeboard increases, the range of stability also increases, and this in turn
leads to greater dynamical stability.
3. If freeboard is greater, then the dynamical stability is correspondingly
reduced.
4. Freeboard and dynamical stability are not related in any way.

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119.What effect does "Hogging," have on a vessel's draught?


1.
2.
3.
4.

It makes the amidships draft appear less than it should be.


It causes a vessel to be trimmed by the head.
It makes the amidships draught greater than it should be.
It has no effect on the draught.

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120.What happens when a vessel passes between water of different


densities?
Maximizeaza

1. If a ship goes from salt water to fresh water, there will be a bodily sinkage
plus a small change of trim.
2. The densities of all waters through which a ship passes are essentially the
same, so nothing happens.
3. If passing from water of less density to water of greater density, the draught
will be increased.
4. The forward draught decreases, whilst the aft draught increases, but the
mean draught remains the same.

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121.What happens when a weight is loaded off the ship's centre line?

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1. The vessel lists momentarily to the opposite side to which the weight has
been loaded.
2. When loading or discharging a weight off the centreline, the shift of G
must be resolved into both vertical & horizontal components.
3. There is a dramatic shift in G, causing the vessel to become momentarily
unstable.
4. There is no change whatsoever in the stability of the vessel. Everything
remains as it is.

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122.What is the "Change of Trim?"


1.
2.
3.
4.

It is the term used to describe vessel's transversal list


It is the difference between the original trim and the final trim.
It is another term used to describe the change of draft.
It is the moment required to change the trim by one centimetre.

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123.What is the "True Mean Draught?"


1. The draught at the Centre of Flotation is considered as the True Mean
Draught or the draught the vessel would lie in even keel conditions.
2. It is the mean of the forward and aft draughts or the amidships draught.
3. It is the draught between the forward and midships draughts.
4. It is the mean between the amidship and after draughts.

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124.What is the aft draft?


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1.
2.
3.
4.

7 metres 40 centimeters.
7 metres 85 centimeters.
7 metres 50 centimeters.
7.4 metres.

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125.What is the draft aft?


Maximizeaza

1. 8.4m
2. 7.5m
3. 7.4m

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4. 8.5m

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126.What is the effect on draft caused by a vessel heeling or listing?


1. There is no change in draft, regardless of the extent of the list.
2. The draft is reduced by the amount the "high" side rises above the upright
position.
3. The draft is increased by the difference in the heeled draft measured by a
straight line in tangent with the keel, and the draft before heeling.
4. The draft is increased by the difference between the high side draft and the
low side draft.

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127.What is the forward draft?


Maximizeaza

1.
2.
3.
4.

7 metres 60 centimeters.
7 metres 65 centimeters.
7.5 metres.
7 metres 70 centimeters.

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128.What is the forward draft?

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Maximizeaza

1.
2.
3.
4.

7 metres 90 centimetres.
7 metres 85 centimetres.
8 metres 50 centimetres.
7 metres 50 centimetres.

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129.What is the forward draft?


Maximizeaza

1. 4 metres.

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2. 7 metres 40 centimetres.
3. 7 metres 4 centimetres.
4. 8 metres 4 centimetres.

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130.When a ship is floating in a dock water with density other than salt
water the TPC used for calculation of a loaded weight is
1.
2.
3.
4.

the TPC for salt water


the TPC corrected for dock water
there is no difference as the error in calculation is to small
the value of TPC is not influenced by the density of dock water

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131.When the vessel pass from sea water to fresh water the trim of the
vessel
1.
2.
3.
4.

change by forward
change by aft
the trim will not change as there is no alteration in ship's water surface
none of the situations mentioned

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132.Which action will affect the trim of a vessel?


1.
2.
3.
4.

Moving high weights lower


Adding weight at the tipping center
Moving a weight forward
All of the above

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133.With a forward draught of 8.00m and an aft draught of 9.00m, the


amidships draught reads 8.30m. What state is the vessel in?

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1.
2.
3.
4.

The vessel is sagged.


The vessel is in a normal state.
The vessel is hogged.
The vessel is on even keel.

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134.A basic paint is made up of ....


1.
2.
3.
4.

two types of epoxy resin.


fish oil and red lead.
white lead, tallow, thinner and paraffin.
pigment, binder, solvent and a drying agent.

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135.A calcium based primer is used instead of a lead based primer when
which of the following is present?
1.
2.
3.
4.

Wood.
Plastic.
Aluminium.
Cast iron.

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136.A cargo plan would NOT include....


1.
2.
3.
4.

the position of all cargo.


the identity of cargo discharge ports.
the location of dangerous goods.
loading and discharge equipment details.

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137.A chipping hammer would be used for which of the following?


1. Removing paint from a large area.

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2. Clearing grease from paint before it is repainted.


3. Removing paint from small areas and inaccessible corners.
4. Chipping varnish from wooden areas.

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138.A large metal surface is best cleaned and prepared for painting using
which of the following?
1.
2.
3.
4.

Chipping hammers.
Scrapers.
A sander.
Shot blasting.

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139.A paint which is resistant to oils would be used in which of these


spaces?
1.
2.
3.
4.

The accommodation.
Chain lockers.
The engine room.
The Bosun's store.

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140.After testing the atmosphere of a cargo hold, what must a responsible


officer decide?
1.
2.
3.
4.

If some of the cargo has been stolen.


If the cargo has been damaged.
If the cargo has been tainted.
If the cargo space is safe to enter.

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141.An epoxy non-contaminant paint would be most suitable for which of


the following?

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1.
2.
3.
4.

The ship's accommodation.


The ship's bottom.
Deep tanks.
The engine room.

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142.Before painting, varnishing, or oiling woodwork; what must be


ensured?
1.
2.
3.
4.

That the surface should be clean and dry.


That the surface is washed first.
That the surface is roughly sanded.
That the surface is scored or gauged.

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143.Before starting bunkering operations, which one of the following


precautions would you say is the most important?
1.
2.
3.
4.

Plug the scuppers.


Place smoking and naked light restrictions and notices.
Exhibit International Code B flag and red light.
Check over-side for pollution.

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144.Before tucking the strands of ropes to be spliced, what should you do


first?
1.
2.
3.
4.

Tie a knot at the end of each strand.


Tightly whip the end of each strand.
Number each strand in order of tucking.
Thin the strands down by cutting out half the fibres.

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145.Before using deck machinery powered by hydraulics which of the


following would you NOT have to do?

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1.
2.
3.
4.

Drain water from the pipework.


Bleed air from the system.
Check and if necessary top up the system with oil.
Check the system for any leaks.

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146.Chain lockers and machinery seatings would be protected with which


of the following?
1.
2.
3.
4.

Grease.
Oil.
Emulsion paint.
Bituminous paint.

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147.Compressed air could be used as a power source for which one of the
following?
1.
2.
3.
4.

Cargo winches.
Gangway hoists.
Hatches.
Mooring Winches.

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148.Compressed air lines on deck usually suffer from which problem


more than the others?
1.
2.
3.
4.

Corrosion of pipework.
Vibration.
Water in the pipelines causing rusting of the machinery.
Couplings blowing apart causing loss of air pressure.

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149.Define "Amidships".

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1. The mid-point of LOA.


2. The mid-point between the after perpendicular and the forward
perpendicular.
3. Mid-point of maximum beam.
4. Geometric centre of the waterplane.

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150.Define the "Lightweight" of a ship.


1. weight of vessel without cargo but including stores and crew
2. weight of vessel but without cargo, fuel and fresh water but including
stores and crew
3. The net tonnage.
4. Displacement minus the deadweight. It is the weight of the ship itself.

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151.Flat, Round, Dog Leg, Sash Tool, and Pencil are all types of ....
1.
2.
3.
4.

hammers.
paint brushes.
paints.
scrapers.

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152.For a vessel which satisfy the stability criteria indicated in Ship's


Stability Book means
1. does not ensure imunity against capsizing regardless of the circumstances
or absolve the master from his responsibilities
2. does not ensure imunity against capsizing regardless of the circumstances
but absolve the master from his responsibilities
3. ensure imunity against capsizing regardless of the circumstances and
absolve the master from his responsibilities
4. ensure imunity against capsizing regardless of the circumstances but not

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absolve the master from his responsibilities

153.For wood fittings within the accommodation, what sort of paint


should be used?
1.
2.
3.
4.

Oil based paint.


Water based paint.
Fire retarding paint.
Non-drip paint.

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154.Having just anchored, the vessel is now brought up. How should you
secure the anchor?
1.
2.
3.
4.

With the brake on the winch.


With the brake on the winch and put the motor in gear.
With the cable stopper backed up by the brake.
With the use of securing wires and the brake.

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155.Heel of the ship may be defined as


1. when the ship is inclined by external forces, such as wind
2. when the ship is inclined by forces within the ship, such as shifting of
cargo
3. none of the situations
4. both situations

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156.How are double bottom ballast tanks filled?


1. They are pumped in.
2. They are gravitated in.

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3. They are gravitated in, then topped up with the ballast pump.
4. They are filled by a shore line

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157.How are ropes supplied to ships?


1.
2.
3.
4.

In crates.
On pallets.
In coils.
Pre-wrapped.

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158.How are the moving parts of deck equipment maintained?


1.
2.
3.
4.

By painting.
By washing.
By greasing.
By oiling.

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159.How can a ship dispose of plastic at sea?


1.
2.
3.
4.

Anywhere outside the 3 mile limit.


Outside special areas.
Outside 25 miles offshore.
Disposal of plastic is not allowed anywhere at sea.

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160.How do you open a coil of rope?


1.
2.
3.
4.

By taking rope from inside the coil and recoiling it anti-clockwise.


By leaving it as it is until ready for use
By taking rope from outside of the coil and recoiling it clockwise.
By taking the middle of the rope and flaking it out along the maindeck.

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161.How do you secure a fibre rope to bitts?


1.
2.
3.
4.

By round turns.
By a figure eight.
By a combination of round turns and figure of eights.
By a bowline knot.

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162.How frequently should the operation of lifeboat davits be tested?


1.
2.
3.
4.

Every day.
Yearly.
Monthly.
Weekly.

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163.How is a "Turning Couple" formed?


1. A couple is formed when two equal parallel forces are acting in opposite
directions.
2. A couple is formed when two unequal forces in a vertical position are
acting in the same direction.
3. A couple is formed by joining two vertical posts together.
4. A couple is formed when two unequal parallel forces are acting in the same
direction.

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164.How is an enclosed space tested to check it is safe to enter?


1.
2.
3.
4.

By standing and smelling the atmosphere.


By using an oxygen analyzer and an explosimeter.
By a litmus test.
By checking that the inert gas has less then 4% oxygen content.

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165.How many shackles of cable is indicated here?


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1.
2.
3.
4.

4 shackles.
3 shackles.
1 shackle.
2 shackles.

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166.How many strands can a flexible steel wire have?


1.
2.
3.
4.

6
12
18
6 or 12 or 18

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167.How many tonnes are there in 1 cubic metre of fresh water?


1. 1
2. 0.895

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3. 1.012
4. 1.024

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168.How many tonnes are there in 1 cubic metre of salt water?


1.
2.
3.
4.

1.015
1.008
0.925
1.025

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169.How should a pilot ladder "hang" on the ship's side?


1. Flat against ship's side and down to the water's edge.
2. Flat against ship's side with lower end of sufficient height above water to
allow easy access.
3. Flat against ship's side and down just below the waterline.
4. At an angle of about 45 degrees towards the stern.

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170.How should gas bottles be stored?


1.
2.
3.
4.

Under the forecastle.


In a refrigerated room.
In two separate rooms outside the engine room space.
In the engine room workshop close to welding equipment.

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171.How would you know when 3 shackles of cable have been paid out?
1. By counting the links.
2. By locating seizing wire on the link on either side of the joining shackle.
3. By locating metal tags.

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4. By asking the chief mate.

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172.How would you send tools down a hold or tank?


1.
2.
3.
4.

Lowered in a bag or bucket.


Throw down one-by-one.
Hand-carried.
Put them in your pockets.

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173.If a ballast tank has just been emptied, within the last hour, would
you still need to test the space for oxygen?
1.
2.
3.
4.

Yes, all enclosed spaces should be tested.


No, in this circumstance the atmosphere would contain sufficient oxygen.
No, ballast tanks never need to be tested for oxygen content.
It is up to the captain or authorized officer.

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174.If a cargo space has been closed for a long time, what might be a
major concern?
1.
2.
3.
4.

The space may be deficient in oxygen.


Some of the cargo may be damaged.
Some of the cargo may have been stolen.
Water from ballast tanks might have leaked into the hold.

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175.If a nylon mooring rope gets wet by immersion in the water, it


undergoes....
1. no change in strength or length.
2. an increase in strength of 20 %.

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3. no change in strength but some elongation.


4. a decrease in strength of 20 %.

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176.If your vessel is tending to "synchronise ", what should you do to


alter this condition?
1. You should increase your speed to full, whilst maintaining the same course.
2. You should try to alter the wave period by altering course and by reducing
speed.
3. You stop your ship and wait for the synchronising to stop.
4. You should put your ship's beam on to the sea and increase speed.

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177.In addition to bow and stern lines, what other lines are used when
mooring?
1.
2.
3.
4.

Towing springs.
Back springs.
Midship lines.
Gantlines.

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178.In preparing for a long passage, what must be done with all the
mooring ropes?
1.
2.
3.
4.

Secure in place on bow and poop deck.


Store on open deck in sheltered place.
Remove from working areas, store and secure in lockers.
Move to the accommodation and secure in the central stores.

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179.In preparing for sea, what must be done with all deck storerooms?

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1.
2.
3.
4.

Check with the chief mate or bosun for instructions.


Lock the doors.
Make sure all contents are properly stowed and secured.
Lock the doors and post warning notices.

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180.In relation to the quayside, where should the outboard end of the
gangway rest?
1.
2.
3.
4.

Clear of cargo working areas and clear of all suspended loads.


Right on the edge.
Straight out from the ship's side across crane tracks.
In front of the ship's after back spring.

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181.In relation to weather and sea state, what must a vessel provide when
embarking a pilot?
1.
2.
3.
4.

That the vessel is head on to sea.


That the pilot ladder is rigged on the leeside.
That the pilot ladder is rigged on the weather side.
That the anchor is ready to let go.

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182.In securing nylon or polyproplene ropes, what must you do?


1.
2.
3.
4.

Secure in the same manner as fibre ropes.


Lash the top turns after securing.
Make two round turns on the nearest bitt before making figure of eights.
Leave the stoppers secured to the mooring ropes.

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183.Liferafts are designed so that only which of the following need be


carried out by ship's staff?

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1.
2.
3.
4.

Re-packing every 5 years.


A visual check of the container for cracking.
Testing for correct operation every 6 months.
Checking that the water and rations have not deteriorated.

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184.Liferafts are sent for re-packing and checking every .....


1.
2.
3.
4.

5 years.
6 months.
10 years.
year.

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185.On what parts of the ship are fire retardant paints used?
1.
2.
3.
4.

Cargo holds.
Accommodation surfaces.
Hot surfaces.
Tank tops.

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186.On which part of the ship would gloss paint be used?


1.
2.
3.
4.

The superstructure.
The boot topping.
The ship's bottom.
An oil tank.

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187.Once the ship is tied up, what must be put on all mooring lines?
1. Self tension winches.
2. Extra lashings.

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3. Rat guards.
4. Warning notices.

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188.Paint used in engine rooms needs to be ....


1.
2.
3.
4.

self polishing.
resistant to oils and chemicals.
resistant to sunlight.
easy to apply.

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189.Part B is a turnbuckle for adjusting the length of the chain. Why


would the chain need to be adjusted?
Maximizeaza

1. The chain needs to be adjusted depending on the speed the hatch cover will
open.
2. The chain needs to be adjusted to different lengths for opening and closing.
3. The chain needs to be changed depending on the trim of the ship.
4. The chain must be the same length on each side of the cover so that the
cover will run straight on its track.

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190.Portable lights should be removed from cargo work areas after use.
The most important reason is to......
1.
2.
3.
4.

prevent stealing.
reduce power consumption.
reduce the safety hazard.
meet SOLAS requirements.

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191.The air-less type of paint spraying equipment would be most suitable


for ....
1.
2.
3.
4.

cutting in.
putting paint onto large flat surfaces.
varnishing wooden areas in the accommodation.
decorating furniture.

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192.The cargo Stowage Factor is the......


1.
2.
3.
4.

volume per unit of weight.


number of types of cargo per hold.
weight allowed for deck loading.
weight per unit.

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193.The most common source of power for deck machinery on modern


ships is .....
1.
2.
3.
4.

steam.
compressed air.
electrical.
hydraulic.

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194.The picture shows the process which takes place after a wire splice
has been completed. What is the process marked as 'B'?
Maximizeaza

1.
2.
3.
4.

Worming
Serving
Parcelling
Binding

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195.The solvent used with emulsion paint is which of the following?


1.
2.
3.
4.

Diesel oil.
Mineral turpentine.
Water.
Cellulose thinners.

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196.The term "gross tonnage" refers to


1. the weight of the vessel measured in long tons
2. the weight of a vessel measured in cubic meters

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3. the weight of a grossly overloaded vessel


4. the vessel's approximate volume including all enclosed spaces less certain
exempt spaces

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197.The thinners used with a gloss paint is ....


1.
2.
3.
4.

paraffin.
white spirit.
water.
epoxy resin.

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198.The weight a vessel can carry is called the......


1.
2.
3.
4.

load displacement.
gross tonnage.
registered tonnage.
deadweight.

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199.Threshold Limit Value (TLV) is the maximum concentration of a


substance that should be present in......
1.
2.
3.
4.

an atmospheric sample.
an average exposure for 24 hrs.
a solution in distilled water.
a skin swab.

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200.To protect wire ropes, what must you ensure?


1. That they are kept well oiled.
2. That they are washed with strong detergent.

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3. That they are painted.


4. That they are buffed with wire brushes.

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201.Varnish is best removed from large wooden areas with which of the
following?
1.
2.
3.
4.

A grinder disk.
A deck sander.
A three cornered scraper.
Sand paper.

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202.What are "man ropes" used for?


1.
2.
3.
4.

As a handle on a gangway or accommodation ladder.


As grablines on a lifeboat.
As guy wires.
For hauling things aloft.

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203.What are blocks?


1.
2.
3.
4.

Pieces of wood of varying size.


Heavy pieces of metal used as weights.
A pulley wheel or wheels in a wooden or metal frame.
Equipment used to secure the anchor cable.

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204.What are canvas awnings used for?


1. To give shelter from the tropical sun.
2. To give shelter from rain.
3. As decoration.

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4. As wind effect on deck.

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205.What are derricks mainly used for?


1.
2.
3.
4.

Loading and unloading cargo.


Lowering the lifeboats.
Opening and closing hatches.
Mooring, anchoring and berthing.

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206.What are flexible steel wires ropes used for?


1.
2.
3.
4.

Stays.
Cargo runners.
Shrouds.
Bulwark fencing.

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207.What are non-flexible steel wire ropes used for?


1.
2.
3.
4.

Winch runners.
Crane hoist wires.
Stays and shrouds.
Lifeboat falls.

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208.What are the "Stresses" that effect a ship?


1.
2.
3.
4.

Mainly tensile, compressive and bending stresses.


shearing forces and bending moments
vibration, shearing forces and bending moments
rolling, pitching, heaving and broaching

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209.What causes blistering on paintwork?


1.
2.
3.
4.

Exposure to the sun.


Moisture beneath the paint.
Use of too much paint.
Using the wrong type of paint.

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210.What causes static electricity?


1.
2.
3.
4.

Electricity that is connected to a power supply.


Electricity that comes from a battery.
Electricity that is caused by friction.
Electricity that comes from lightning.

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211.What corrective action would you take if, when spraying a bulkhead,
the paint developed into runs?
1.
2.
3.
4.

Make the paint thinner.


Add more base paint to the mixture that is being sprayed.
Increase the spraying pressure.
Move the gun at a slower speed across the bulkhead.

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212.What do the letters "GRT" mean?


1.
2.
3.
4.

Gross Registered Tonnage.


Grave Reverse Trim.
Ground Rules of Trim.
Grain Regulatory Tests.

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213.What do the letters "LBP", stand for in relation to a ship?

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1.
2.
3.
4.

Lloyds Buoyancy Particulars.


Loadline Beam Position.
Length Between Perpendiculars.
Largest Beam Possible.

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214.What do the letters "LCF" mean in relation to stability?


1.
2.
3.
4.

Left Centre of Flotation.


Light Container Freight.
Longitudinal Centre of Flotation.
Longitudinal Common Factor.

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215.What do the letters "LOA", stand for in relation to a ship?


1.
2.
3.
4.

Latest Official Act.


Length Over All.
Longest Objective Attainable.
Largest Outside Article.

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216.What do the letters "MCTC" stand for?


1.
2.
3.
4.

Movement to Change Tonnage by one tonne.


The Moment to Change Trim one Centimetre.
The Mid Container Terminal Centre.
The Main Change of Trim.

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217.What do the letters ML in the attached diagram mean & what is it


used for ?
Maximizeaza

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1. It is the metacentric height.


2. It is a figure showing how an Inclining Experiment is done.
3. It is the longitudinal metacentre and is used when calculations involving
trim are considered.
4. It is the transverse metacentre and is used with inclinations of heel & list .

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218.What do you call the effect of the movement of liquid in a slack tank?
1.
2.
3.
4.

Sideways movement.
Fore and aft movement.
Free surface effect.
The open surface effect.

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219.What do you understand by the term "proof load" as applied to


derricks
1. proof load is the tonnage which is applied during the testing of the dericks
capacity
2. proof load is the tonnage which is applied during the loading operations
3. proof load is the minimum tonnage which is applied during the testing of
the dericks capacity

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4. proof load is the maximum tonnage which is applied during the testing of
the dericks capacity

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220.What does "Breadth Moulded" mean in relation to a ship?


1.
2.
3.
4.

The maximum breadth measured from outside the plating.


The maximum breadth measured across the hatches.
The maximum breadth measured from inside the shell plating P to S.
The maximum breadth measured from the waterline.

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221.What does "Permeability" mean?


1. To make a compartment watertight .
2. The flooding of the engine room compartment.
3. The relationship between the volume of a compartment and the volume
available for water if bilged.
4. The process of making a compartment non - porous.

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222.What does the maintenance of lifeboat davits consist of?


1.
2.
3.
4.

Dismantling completely.
Greasing all over its surface.
Replacing every 10 years.
Testing, painting and greasing.

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223.What does this sign mean?


Maximizeaza

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1.
2.
3.
4.

Survival craft pyrotechnics.


Rocket line throwing apparatus.
Rocket parachute flares.
Emergency signals.

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224.What does this sign mean?


Maximizeaza

1. Stream sea anchor.


2. Radio direction finder is operating.
3. Food rations are located here.

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4. Start air supply.

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225.What is "cold work"?


1. When the temperature drops below freezing.
2. Work that can cause sparks when using a hammer/scraper or other such
tools.
3. When it is necessary to wear a parka jacket.
4. When the work to be done will take a long time.

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226.What is "Deadweight"?
1. The difference between the vessel's loaded and light displacements. It is the
weight that a ship carries.
2. The weight of the vessel's cargo only.
3. The amount of cargo a vessel is allowed to carry, depending on the Load
Line Zone she in.
4. The weight of the provisions, stores and bunkers.

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227.What is "hot work"?


1.
2.
3.
4.

Welding or cutting with a torch.


When a tank temperature goes above 45 degrees C or 113 degrees F.
When a work area is so hot that an air blower is needed.
Work which is so strenuous that it becomes dangerous.

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228.What is "relative or specific gravity?"


1. The density of salt water corrected with density of fresh water
2. The density of a substance, compared to the density of fresh water.

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3. It is the density of fresh water.


4. It is the density of sea or salt water.

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229.What is a "rope stopper" used for?


1.
2.
3.
4.

Securing a mooring line to bitts.


Taking the strain of a mooring while moving rope to the bitts.
Securing the back spring.
Securing the anchor cable.

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230.What is a back splice used for?


1.
2.
3.
4.

For joining wire and fibre ropes.


To interlace two ropes.
To prevent end strands from un-laying.
To form a loop in the end of a rope.

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231.What is a gangway used for?


1.
2.
3.
4.

Loading cargo.
Getting into the vessel's lifeboats or liferafts.
To allow safe access to the vessel
For putting over deck cargo to allow access from the accommodation to the
forecastle.

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232.What is a gantline?
1. A rope attached to a bosun's chair or stage.
2. A rope to throw ashore as messenger for a mooring line.
3. A rope for mooring a lifeboat.

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4. A rope for making a pilot ladder.

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233.What is a hydrometer used for?


1.
2.
3.
4.

For testing viscosity.


For testing humidity
For testing for acidity
For determining the density of a liquid.

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234.What is a permit to work?


1.
2.
3.
4.

Work orders from the senior officers.


A complete check on preparedness prior to start of work.
The recommendations of the ship's safety committee.
A notification that you are qualified to carry out the work.

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235.What is a reef knot best used for?


1.
2.
3.
4.

Making a loop on the end of a rope.


Shortening a rope without cutting.
Joining ropes of equal texture and size.
Attaching a bosun's chair to a rope.

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236.What is a runner used for?


1.
2.
3.
4.

To stop a derrick from slewing.


For carrying flag or signal halyards.
For hoisting or lowering cargo on a derrick.
For moving the boom higher or lower.

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237.What is a sheepshank knot best used for?


1.
2.
3.
4.

Joining two ropes of equal size..


Shortening a rope without cutting.
Slinging a barrel or crate.
Making a loop in the end of a rope.

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238.What is a short splice used for?


1.
2.
3.
4.

To make a continuous rope from two ropes.


To make a fixed loop in a rope.
For passing through a sheave.
To prevent the end of a rope passing through a sheave.

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239.What is a stay used for?


1.
2.
3.
4.

To support a mast or samson post.


For securing canvas awnings.
As a preventer.
To attach to a mooring rope for throwing ashore.

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240.What is a wooden fid used for?


1.
2.
3.
4.

Cutting strand ends.


Hammering rope to make it more pliable.
To open a rope to allow tucking.
For binding the strands of a rope prior to splicing.

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241.What is special about a snatch block?

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1.
2.
3.
4.

It is used with fibre or synthetic ropes only.


It is used only with lifeboats.
It has a hinged cheek to allow placing a fall or runner without reeving.
It is lightweight and can easily be rigged aloft.

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242.What is the "Breadth Extreme?"


1.
2.
3.
4.

The maximum breadth measured from outside the shell plating P to S.


The mean of the breadth at # 1 hatch and the breadth at the aftermost hatch.
The maximum breadth measured from inside the plating.
The maximum breadth measured from the inside plating at the bottom of
the centremost hatch.

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243.What is the "critical time," in a drydocking operation?


1.
2.
3.
4.

Just before the ship takes the blocks at the stern.


When they start to empty the drydock.
After the ship has taken to the blocks, and shores are being put in place.
As the ship enters the dockgates, to ensure she not moving too fast.

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244.What is the "Depth Moulded" in relation to a ship?


1. The vertical distance from the top of keel to the uppermost continuous deck
at side.
2. The vertical distance from the keel to the main deck.
3. The vertical distance from the keel, to the top of the centremost hatch
coaming.
4. The vertical distance from the waterline, to the uppermost deck.

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245.What is the "Ship's Displacement in Tonnes?"

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1.
2.
3.
4.

The weight of the ship's cargo.


The actual entire weight of the ship minus the ship's constant
The actual entire weight of the ship.
The weight of the hull, the machinery and the stores.

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246.What is the "Volume of Displacement?"


1. The volume of water needed to fill the moulded hole, if the ship was lifted
from the water.
2. Half the volume of water displaced, as a vessel moves through the water at
full speed.
3. The volume of the cargo loaded or discharged.
4. The volume of fuel or bunkers loaded for a long ocean passage, together
with the stores.

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247.What is the "Wave Period?"


1. It is the comparison of the height of successive waves.
2. It is the time in minutes between successive wave crests, passing a fixed
point.
3. It is the time in seconds between successive wave crests or troughs, passing
a fixed point.
4. It is the time interval between the highest waves, in a sequence of waves.

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248.What is the advantage of a chain block?


1.
2.
3.
4.

It is more powerful than a regular purchase.


Its low gearing can easily lift a heavy weight.
It can be rigged practically anywhere.
It can only turn in one direction.

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249.What is the formula to calculate the "Volume of Displacement?"


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1.
2.
3.
4.

L by 1/2 B by draft by Freeboard.


L by GM by KG.
L by B by d by Cb.
B by KM by d by Cb.

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250.What is the length of 1 shackle of anchor cable?


1.
2.
3.
4.

15 fathoms or 27.5 metres.


20 fathoms or 36.5 metres.
10 fathoms or 18.5 metres.
One tenth of a nautical mile.

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251.What is the minimum rest period needed to maintain health and


avoid fatigue?
1.
2.
3.
4.

Not less than six hours in any 24 hour period.


Not less than ten hours in any 24 hour period.
Not less than twelve (12) hours a day.
Not less than 4 hours a day but not every day of the week.

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252.What is the primary function of the ship's windlass?


1.
2.
3.
4.

As an additional winch when required.


Mooring the ship.
Heaving the anchor cable.
Securing the ship to a tug using the chain.

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253.What is the principle of Archimedes?

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1. That every body that floats displaces at least twice its own weight in water.
2. That a floating body becomes unstable, if the density of the water it is
floating in exceeds the specific gravity of salt water.
3. That every floating body displaces it's own weight of the liquid in which it
floats.
4. That a floating body must be completely watertight, in order for it to float.

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254.What kind of joining shackle is shown here?


Maximizeaza

1.
2.
3.
4.

A kenter shackle.
A lugged shackle.
A quick release shackle.
A senhouse shackle.

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255.What knot is used to secure a boatswain's chair to a gantline?


1.
2.
3.
4.

Reef knot.
Double sheet bend.
Bowline.
Clove hitch.

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256.What protective equipment must be issued to each deckhand for


everyday use?
1.
2.
3.
4.

Breathing apparatus, resuscitators.


Safety harness, lifeline.
Safety hat, work gloves, safety shoes.
Chemical resistant, fire resistant jacket.

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257.What should you use to tighten a bottlescrew?


1.
2.
3.
4.

A pair of large pliers.


A shifting spanner.
A marlin spike.
A Phillips screwdriver.

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258.What type of paint should be applied to aluminium?


1.
2.
3.
4.

Red lead.
Bituminous paint.
Zinc-chromate paint.
Anti-fouling paint.

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259.What type of stopper should be used to hold a polypropylene


mooring rope?
1.
2.
3.
4.

Nylon.
Manila.
Polypropylene.
Terylene.

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260.What type of wire rope is used for lifeboat falls?


1.
2.
3.
4.

High tensile 6x6 stranded steel with steel core.


Non-flexible steel wire rope.
6x12 stranded with anti twist lay.
6x36 stranded with fibre core.

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261.When boarding a pilot at night, what else must the vessel provide ?
1. A searchlight or cluster light rigged in such a manner to clearly illuminate
the ship side and pilot ladder.
2. A strong flashlight with beam directed on the pilot ladder.
3. A flare or intermittent flashing light.
4. All of the other options

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262.When crew members are working in confined spaces that have been
cleared of hazardous materials, ventilation should be provided......
1.
2.
3.
4.

at least every 30 minutes.


continuously.
if oxygen levels fall.
if the TLV is exceeded.

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263.When dry-docking
1.
2.
3.
4.

loss of stability commence as soon as the ship touch the blocks


stability is loss at the moment that vessel lying down on the blocks
vessel's stability is not affected
vessel will be in unstable equilibrum

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264.When engaged in deck maintenance work or mooring operations,


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what sort of gloves should be worn?


1.
2.
3.
4.

Rubber or synthetic gloves.


Leather palm gloves.
Heat resistant welders gloves.
Light cotton gloves.

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265.When leaving paint spraying equipment for a long period, the gun
should be.....
1.
2.
3.
4.

left in the paint.


left in thinners.
washed clean with thinners and left full of paraffin.
hung up to dry.

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266.When making a towing spring what must you ensure?


1.
2.
3.
4.

That the eye splice in the wire has a thimble.


That the eye splice in the synthetic rope has a thimble.
That both wire and rope each have thimbles.
That neither the wire or rope have thimbles.

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267.When must you wear a safety harness?


1.
2.
3.
4.

When working in the lower hold.


When working aloft or over the side of the ship.
When at mooring stations.
When opening hatches.

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268.When must you wear breathing apparatus?

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1.
2.
3.
4.

When entering a space suspected to be deficient in oxygen.


When required to go under water.
When cleaning holds after a grain cargo.
When spray painting or grit blasting.

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269.When preparing a cargo hold to receive general cargo, what must


you ensure?
1.
2.
3.
4.

That tar paper is laid across the tank top.


That matting is laid across the hold.
That dunnage is laid across the tank top.
That the tank top is well painted.

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270.When preparing an anchor, what will the bosun do before the vessel
arrives at an anchorage?
1. Remove the wire lashings and the cement covers to the chain lockers.
2. Hoist the anchoring ball.
3. Put power to the windlass and walk the anchor back to just above the
water.
4. Take the windlass out of gear and hold the anchor on the brake.

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271.When sewing or repairing canvas, what must you ensure doing with
seaming twine (thread)?
1.
2.
3.
4.

That it is wet.
That it is oiled.
That it is pulled over bees wax.
That it is double thickness.

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272.When should doors, side scuttles, gangway doors, cargo ports and
other openings which are to be kept watertight at sea be closed at the
start of the voyage?
1.
2.
3.
4.

Before entering open waters.


Before leaving the port.
Before leaving the pilot station.
Before encountering heavy weather.

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273.When should the atmosphere of an enclosed space be tested?


1.
2.
3.
4.

Before ventilation.
Before and during entry.
Every hour.
Whenever someone feels dizzy.

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274.When storing ropes for a sea passage, what must you ensure?
1.
2.
3.
4.

That they are coiled clockwise on duckboards.


That the storage space is dry and well ventilated.
That they are stored away from hot pipes.
All of these.

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275.When the vessel is at anchor in fog, what is the lookout required to


do?
1. Keep watch on the bridge using radar and inform the officer of the watch if
any vessel appears to be too close.
2. Make hot drinks for the officer of the watch.
3. Ring the anchor bell rapidly every 5 minutes.
4. Check the anchor cable at frequent intervals for any sign that the ship may

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be dragging.

276.When tightening a nut, what tool is it best to use?


1.
2.
3.
4.

The correct size open spanner.


The correct size ring spanner.
An adjustable wrench.
A stilson or pipe grip.

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277.When working over the ship's side on staging, what other equipment
besides a safety harness should be worn?
1.
2.
3.
4.

No other equipment is necessary.


Box type or wrap around goggles.
A life jacket.
Waterproof overalls.

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278.When working with air-less paint spraying equipment which of the


following is NOT true?
1. The hose should be marked "high pressure" or with a test pressure.
2. The safety catch should be applied when there is a break in the spraying
operation.
3. Static electricity can build up so the gun should be earthed.
4. The pressure of the paint is not high enough to cause wounding.

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279.When working with air-less paint spraying equipment, which of the


following is NOT true?
1. The spray gun need not be earthed electrically.

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2. The hose should be marked "High Pressure" and/or the test pressure.
3. The pressure of the paint at the nozzle is high enough to cause wounding.
4. A suitable respirator should be used when spraying in enclosed spaces.

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280.When would you need to keep a particularly close watch on the


gangway and moorings?
1.
2.
3.
4.

When there is no cargo work and small tidal range.


When there are no loading operations with small tidal range.
When there are no discharging operations with large tidal range.
When there is no cargo work and the vessel is locked in.

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281.When would you use a fid?


1.
2.
3.
4.

When splicing a mooring line


When mixing paint
When securing hatch covers
When chipping paint on deck

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282.When you have released tugs, to whom do you report when the tugs
are cleared?
1.
2.
3.
4.

The tug master.


The ship's master.
The duty engineer.
The port authority.

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283.Where are non-slip paints applied?


1. Weather decks.

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2. The gangway.
3. Tank tops.
4. Alleyway decks.

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284.Where could you obtain information on a type of cargo if you lack


any experience of the commodity
1.
2.
3.
4.

from the Ship Loading Manual


IMO publications, Thomas Stowage and other reputable publications
only IMO publications
from Code of Safe Practice for Loading all Types of Cargo

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285.Where is "self polishing" paint used?


1.
2.
3.
4.

In the accommodation.
Inside pipework.
On the ship's hull below the waterline.
On the ship's hull above the waterline.

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286.Where is anti-fouling paint applied?


1.
2.
3.
4.

The ship's main deck.


The ship's hatch covers.
The ship's side.
The ship's bottom.

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287.Where is bituminous paint applied?


1. Ballast tanks.
2. Bilges.

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3. Fresh water tanks.


4. Sewage tanks.

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288.Where is cement wash applied?


1.
2.
3.
4.

Fuel tanks.
Ballast tanks.
Fresh water tanks.
Cargo tanks.

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289.Where is the best place onboard to rig a pilot ladder?


1.
2.
3.
4.

On deck and as close to midships as possible.


From the boat deck.
Near the stern.
Near the bow.

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290.Where is top-side paint applied?


1.
2.
3.
4.

The ship's hull above the load water line.


The ship's superstructure above the bridge.
The ship's hatch coamings.
The ship's masts, cranes and derricks.

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291.Which abbreviation refers to the horizontal distance between


perpendiculars taken at the forward-most and the after-most points on a
small passenger vessel's waterline at her deepest operating draft?
1. LBP
2. LOA

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3. LCWL
4. LBA

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292.Which deckhands are not permitted to work aloft?


1.
2.
3.
4.

All ordinary seamen.


Cadets or apprentices.
Those under 18 years who have less than 1 year experience.
All of the other options

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293.Which of the following blocks is not used for cargo work?


1.
2.
3.
4.

Head block.
Heel block.
Topping lift block and purchase block.
Fall block.

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294.Which of the following combine with steel to form rust?


1.
2.
3.
4.

Water and salt.


Oil and water.
Air and dirt.
Water and oxygen.

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295.Which of the following does not apply to electrically powered deck


machinery and cables?
1. If the machinery is sparking or arcing it should not be used.
2. The machinery has to warm up before it can be used.
3. Damaged cable insulation should be reported immediately.

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4. Electrical controls should be in weather proof containers.

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296.Which of the following does NOT contribute to the watertight


integrity of the hatch?
1.
2.
3.
4.

The compressible jointing strips.


The eccentric rollers.
The locking cleats.
The cross wedges

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297.Which of the following does not have to be carried out on steam


powered deck machinery?
1.
2.
3.
4.

Checking the integrity of the lagging.


Removing any air from the system before it is use.
Occasionally checking for corrosion of the pipework.
Draining water from the lines in cold weather.

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298.Which of the following faults would you consider less serious on a fire
hydrant?
1.
2.
3.
4.

Valve handle missing.


Not greased.
No hydrant cap fitted.
Leaking.

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299.Which of the following is not classed as pollution prevention


equipment?
1. Sawdust/rubber buckets and shovels.

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2. Empty drums and absorbent pads.


3. Air or electric portable pumps.
4. Scupper covers.

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300.Which of the following is NOT important if you are replacing a worn


shackle?
1.
2.
3.
4.

The manufacturer.
The size.
The Safe Working Load.
The type.

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301.Which of the following is not required when a pilot is boarding?


1.
2.
3.
4.

A lifebuoy with light.


A heaving line.
A lifeboat swung out on standby.
A bulwark ladder.

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302.Which of the following is NOT true of watertight doors?


1.
2.
3.
4.

The bottom of the doors should be kept clear of obstruction.


Doors should be tested for operation every day.
The oil in the system may have to be topped up from time to time.
Any leaks in the hydraulic system should be repaired promptly.

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303.Which of the following must be present for rusting to occur?


1. Air and iron.
2. Water and iron.

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3. Oxygen and water.


4. Oxygen, water and iron.

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304.Which of the following need not be tested weekly?


1.
2.
3.
4.

Lifeboat engines.
Engine intake flaps.
Watertight doors.
Liferafts.

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305.Which of the following paints would be used inside the


accommodation?
1.
2.
3.
4.

Emulsion paint.
Oil resistant paint.
Self polishing paint.
Chlorinated rubber paint.

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306.Which of the following properties is not true of gloss paint?


1.
2.
3.
4.

It is resistant to corrosion.
It is resistant to sunlight.
It is anti-abrasive.
It is anti-fouling.

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307.Which of the following tools would be best for removing rust from
large flat areas?
1. A wire brush.
2. A scraper.

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3. A power disker.
4. A pneumatic chipping hammer.

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308.Which of the following types of paint is used on the ship's bottom?


1.
2.
3.
4.

Emulsion paint.
Gloss paint.
Anti-fouling paint.
Anti-slip paint.

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309.Which of the following would be best for painting large areas?


1.
2.
3.
4.

A dog leg brush.


A wide brush.
A paint roller.
A paint sprayer.

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310.Which of the following would you use to remove salt and dirt from a
painted surface?
1.
2.
3.
4.

A dustpan and brush.


Oil and water.
White spirit.
Detergent and fresh water.

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311.Which of the following, when mixed together with a pigment and a


solvent, make up a basic paint?
1. A powder and colouring agent.
2. Fish oil and brickdust.

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3. A binder and drying agent.


4. Tallow and resin.

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312.Which of these gases would carry this sign?


Maximizeaza

1.
2.
3.
4.

Hydrogen.
Acetylene.
Propane.
Argon.

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313.Which of these is a natural fibre suitable for making ropes?


1.
2.
3.
4.

Steel
Nylon
Polypropylene
Sisal

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314.Which of these is not likely to cause a spark?

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1.
2.
3.
4.

Dropping a steel wrench down a cargo tank.


Steel striking another piece of steel.
Steel striking against copper.
Dropping a rubber mallet down a cargo hatch.

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315.Which of these items of safety equipment must be worn during


anchoring operations?
1.
2.
3.
4.

A life jacket.
Safety goggles.
A respirator.
Rubber gloves

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316.Which of these maintenance tasks, carried out on winches is


considered the most important?
1.
2.
3.
4.

Oiling
Painting.
Checking brake lining wear.
Greasing.

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317.Which of these rigging methods is capable of lifting the heaviest load


without exceeding the SWL of the derrick or its associated gear?
1.
2.
3.
4.

Union purchase.
Yo-Yo gear.
Doubling gear.
Yo-Yo gear working with doubling gear.

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318.Which of these rope types is the most dangerous to work with?

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1.
2.
3.
4.

Manila.
Steel wire.
Nylon.
Polypropylene.

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319.Which of these should not be done when preparing steel for painting?
1.
2.
3.
4.

Wash with soap and water.


Remove scale and rust and then wirebrush.
Coat any bare metal with two coats of primer.
Wash with high-pressure sea water.

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320.Which of these statements is not correct?


1.
2.
3.
4.

Contact with oil on the skin can cause dermatitis.


Oil can block skin pores and cause rashes.
Oil and gasoline on the skin can cause skin cancer.
Kerosene is good for cleaning the skin.

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321.Which of these types of rope can be expected to be strongest?


1.
2.
3.
4.

Manila.
Nylon.
Polythene.
Coir.

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322.Which of these would not need to be done prior to arrival at a berth?


1. Bring mooring lines out from storage to suitable positions on deck.
2. Prepare heaving lines, rope stoppers, chain stoppers, cork or rope fender

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and ratguards.
3. Request power on deck, ensure windlass out of gear with brakes on, run
windlass and mooring winch slowly and oil working parts.
4. Rig the gangway and lower it to about 15cms above the waterline.

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323.Why is it necessary to whip strand ends of spliced ropes?


1.
2.
3.
4.

To prevent the strands from unraveling.


For neatness.
For convenience.
To increase the safe working load of the rope.

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324.With approaching heavy weather, name 3 things that must be done


on the main deck?
1. Turn ventilators into wind - switch on power to winches - remove sounding
caps.
2. Plug scuppers - throw anything loose on deck overboard - close watertight
doors.
3. Check: all hatches/tank tops are properly secured - all scuppers are clear ventilation pipes closed
4. Switch on deck lighting - switch on power to cranes - check all doors are
closed and secured.

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325.With approaching heavy weather, name three things that must be


done with the windlass?
1. Open brakes - put windlass in gear - cover windlass with canvas.
2. Lash windlass to rails - remove brake handles - switch on power to
windlass.
3. Tighten brakes - secure cables with wires - take windlass out of gear.
4. Tighten brakes - cover windlass with canvas - switch on power to windlass

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326.With approaching heavy weather, what precautions must be taken


with lifeboats ?
1.
2.
3.
4.

Remove all covers and secure the plug.


Lower boats to embarkation deck level and secure.
Check and tighten all lashings.
Place onboard additional provisions and rig the painters.

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327.You are at stations forward for weighing anchor. How can you tell
when the anchor is aweigh?
1.
2.
3.
4.

When the cable is leading ahead.


When the cable is leading under the bow.
When the cable is up and down.
When the anchor is clear of the water.

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328.According to the IMO Code, what are the minimum number of


securing points that should be on each side of a "road vehicle", whose
gross vehicle mass is between 20 tons and 30 tons, when carried on Ro-Ro
vessels?
1.
2.
3.
4.

one
two
three
none of the above

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329.According to the IMO Code, what are the minimum number of


securing points that should be on each side of a "road vehicle", whose
gross vehicle mass is between 30 tons and 40 tons, when carried on Ro-Ro
vessels?

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1.
2.
3.
4.

one
two
three
none of the above

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330.Cargo containers may NOT contain:


1.
2.
3.
4.

military equipment
motor cars
livestock
dangerous cargo

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331.Cargo containers on deck are secured......


1.
2.
3.
4.

if heavy weather is forecast.


up to the second stack.
with twistlocks, rods and chains.
only if containing cargo.

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332.On what type of ships are insulated tweendeck covers used?


1.
2.
3.
4.

Bulk carriers.
Reefer ships.
Cargo liners.
Car carriers.

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333.On what type of ships are you likely to find vertical lift steel pontoon
type hatch covers?

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1.
2.
3.
4.

Reefer ships.
Tankers.
Container ships.
Older general cargo ships.

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334.What should you be concerned with when loading and securing


vehicles aboard a Ro-Ro vessel?
1.
2.
3.
4.

That all fuel is drained from the vehicles' tanks to prevent fire hazard
The size, weight, and center of gravity of vehicle/cargo unit
The preferred stowage of vehicles is athwartships wherever possible
The vehicles' brakes should not be set to allow for adjusting the lashings

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335.When carrying refrigerated cargo, while on passage the most


important monitoring is .......
1.
2.
3.
4.

for CO2 build up.


recording cargo samples daily.
checking cargo packaging daily.
checking temperature regularly.

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336.When rigging a Jumbo Derrick for a heavy lift, which of the


following is standard practice?
1.
2.
3.
4.

To put winches in double gear


To ensure an aft trim
To discharge ballast
To slacken preventer backstays

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337.What is a jumbo derrick used for?

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1.
2.
3.
4.

As an extra cargo derrick.


For lifting the anchor in an emergency.
For lifting extra heavy weights.
For lifting cargo quickly.

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338.Which factor(s) should be considered when loading vehicles or


trailers aboard Ro-Ro vessels?
1.
2.
3.
4.

Layout of decks
Vertical clearances
Tie-down and lashing
all of the above

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339.Which of the following actions are stated in the correct order prior to
loading or discharging cargo in a ro-ro vessel
1. Raise/open stern door, lower the stern ramp, turn on ventilation for cargo
holds
2. Lower the stern ramp, raise/open stern door, turn on ventilation for cargo
holds
3. Turn on ventilation for cargo holds, lower the stern ramp, raise/open stern
door
4. Turn on ventilation for cargo holds, raise/open stern door, lower the stern
ramp

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340.Which of the following refrigerated cargoes is not compatible for


carriage in the same conditions as the others listed?
1. Apples
2. Butter
3. Asparagus

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4. Pears

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341.Which of the following should be marked on all heavy lifting gear?


1.
2.
3.
4.

Breaking Load.
Light Working Load.
Safe Working Load.
Maximum Lifting Height.

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342.Which of the following statement(s) is/are TRUE regarding lashing


requirements to secure vehicles aboard Ro-Ro vessels?
1. It is imperative that the securing of cargo on flats and trailers and in
containers be adequate for both road and sea motions.
2. The movements experienced by road borne cargo differ significantly from
the roll and sway movements of a ship at sea.
3. It is necessary for adequate number and strength of securing points on the
vehicles themselves in order that lashings may be properly and safely
utilized
4. all of the above

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343.Which statement concerning the lashings of containers with solid bar


or wire rope lashings is TRUE?
1. Stack weights should be less when using a solid bar lashing as compared to
a wire lashing
2. Stack heights may be increased when using a solid bar lashing.
3. Stack heights should be reduced when using a solid bar lashing.
4. Solid bars should be used for lashing the first tier only, with wire lashings
on the higher tier(s).

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344.You are planning the loading a ro-ro vessel. Where should you locate

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vehicles containing hanging loads (such as chilled meat)?


1.
2.
3.
4.

along the sides of the vehicle decks


amidship and inboard, on the lower vehicle deck
on the upper vehicle deck, on the ends of the ship
distributed evenly among the other vehicles

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345.What are the dangers with flooding on the car deck of a RO/RO
ferry?
1. a few centimetres creates a colossal free surface effect, causing a large loss
of stability (GM) and, as a direct consequence, the vessel may capsize.
2. a few centimetres creates a colossal free surface effect, causing a large loss
of longitudinal stability (LM) and, as a direct consequence, the vessel may
sink.
3. there is no danger associated with flooding on a car deck of a Ro-Ro ferry
4. only if level of water is over 10 cm it can create a significat free surface
effect, causing a large loss of stability (GM) and, as a direct consequence,
the vessel may capsize.

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346.With reference to RO/RO passenger ferries, on what occasion is a


lightweight survey conducted and what are the subsequent requirements
that would result in an inclining experiment?
1. At 3 year intervals and, if discrepancies are noted, then an inclining
experiment.
2. At 5 year intervals and, if discrepancies are noted, then an inclining
experiment.
3. At 7 year intervals and, if discrepancies are noted, then an inclining
experiment.
4. At 10 year intervals and, if discrepancies are noted, then an inclining
experiment.

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347.When lashing vehicles, what percentage of breaking strain should the


lashings not exceed?
1.
2.
3.
4.

0.25
0.75
0.5
1

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348.When considering the location for stowing a heavy cargo item, the
typical distribution of accelerations on the ship should be kept in mind
that
1. lower accelerations occur in the midship sections and below the weather
deck
2. lower accelerations occur in the midship sections and above the weather
deck
3. higher accelerations occur in the midship sections and below the weather
deck
4. higher accelerations occur in the midship sections and above the weather
deck

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349.A negative metacentric height


1.
2.
3.
4.

will always cause the vessel to capsize


should always immediately be corrected
always results from off-centre weights
all the above are correct

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350.A ship leaves the port upright with full cargo of timber and with
timber on deck. During the voyage, bunkers, stores and fresh water are
consumed evenly from each side. The ship arrives at discharging port
with a list, and the possible cause of listing may be

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1.
2.
3.
4.

absorbtion of water by the timber deck cargo, vessel became unstable


free surface efects from the tanks partly filled
shifting of cargo
all of the above

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351.A ship loaded with timber and with timber on deck developed an
angle of loll. On which side must the vessel be ballasted first in order to
correct the angle of loll
1.
2.
3.
4.

in oposide side of lolling


in the same side of loling but first in double bottom tanks
in the oposite side of lolling but first in topside tanks
in oposite side of lolling but first in double bottom tanks

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352.A stiff vessel will have a GM which is....


1.
2.
3.
4.

large
small
zero
negative

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353.A vertical shift of weight to a position above the vessel's center of


gravity will
1.
2.
3.
4.

increase reserve buoyancy


decrease the righting moments
decrease KG
increase KM

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354.A vessel aground may have negative GM since the

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1.
2.
3.
4.

decrease in KM is equal to the loss of draft


virtual rise of G is directly proportional to the remaining draft
lost buoyancy method is used to calculate KM, and KB is reduced
displacement lost acts at the point where the ship is aground

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355.A vessel loaded with bulk grain is allowed to leave the port with a
maximum listing angle
1.
2.
3.
4.

not more than 1 degree


not more than 0.5 degrees
not more than 2 degrees
only in upright condition

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356.A vessel with a small GM will


1.
2.
3.
4.

be more subject to synchronous rolling


have a short rolling period
provide an uncomfortable ride for personnel
have a smaller amplitude of roll in heavy weather

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357.A vessel's LCG is determined by


1.
2.
3.
4.

dividing the total longitudinal moment summations by displacement


dividing the total vertical moment summations by displacement
multiplying the MT1 by the longitudinal moments
subtracting LCF from LCB

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358.A virtual rise in the center of gravity may be caused by

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1.
2.
3.
4.

filling a partially filled tank


using an on board crane to lift a freely swinging heavy object
emptying a partially filled tank
transferring ballast from the forepeak to the after peak

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359.According to Intact Stability Code, for the ships carrying timber


deck cargoes the initial metacentric height shall not be less than
1.
2.
3.
4.

0.15m
0.20m
0.10m
0.05m

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360.According to Intact Stability Code, free surface effects should be


considered
1.
2.
3.
4.

whenever the tanks is partly filled


whenever the tanks is less than 98% and more than 3% of full condition
whenever the tanks is less 98% filled of full condition
whenever the tanks are not full

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361.According to Intact Stability Code, tanks which are taken into


consideration when determining the free surface corection may be
1. only tanks with filling level fixed (e.g. ballast tanks)
2. only tanks with filling level variable (e.g. consumable lquids such as fuel
oil)
3. tanks with filling level fixed and tanks with filling level variable
4. only tanks which are to be filled or discharged during the voyage

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362.According to Intact Stability Code, the General Criteria is refering to

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1. only criteria regarding lever curve proprieties


2. severe wind and rolling criterion
3. criteria regarding righting lever curve proprieties and severe wind and
rolling criterion
4. criteria regarding initial metacentric height

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363.After jacking down your liftboat you have an unexpected list. You
find that the only cause of this list must be a flooded leg. The list caused
by a flooded leg means your vessel has a(n)
1.
2.
3.
4.

negative GM (metacentric height)


decrease in the GZ (righting arm)
increase in the waterplane and the metacentric height
less chance of deck edge immersion

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364.An upright vessel has negative GM. GM becomes positive at the


angle of loll because the
1.
2.
3.
4.

free surface effects are reduced due to pocketing


KG is reduced as the vessel seeks the angle of loll
effective beam is increased causing BM to increase
underwater volume of the hull is increased

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365.Assuming an even transverse distribution of weight in a vessel, which


condition could cause a list?
1.
2.
3.
4.

Empty double-bottoms and lower holds, and a heavy deck cargo


Flooding the forepeak to correct the vessel's trim
Having KG smaller than KM
Having a small positive righting arm

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366.At what angle of heel on a statical stability curve is the GM plotted?


1.
2.
3.
4.

60 degrees.
45 degrees.
30 degrees.
57.3 degrees.

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367.Before counterflooding to correct a list, you must be sure the list is


due to
1.
2.
3.
4.

negative GM
flooding
off-center weight
reserve of buoyancy

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368.From the diagram, give the formula for the "KG" value.
Maximizeaza

1. KG = KM plus GM.
2. KG = KM minus KB.

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3. KG = KM minus GM.
4. KG = KG plus BM.

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369.How do you ensure reliable results from an Inclining Experiment?


1. Perform test in calm conditions, with slack moorings, with minimum
number of personnel, and minimise free surface effects of liquids.
2. Tighten all moorings, use a weight not less than 10 tonnes, and make an
accurate sounding of all tanks.
3. No specific preparations are necessary, and it can be done even in very
windy conditions.
4. It must be done in early morning or late evening, when the least number of
people are likely to be around.

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370.How would you increase the KG of a ship, loaded with a timber deck
cargo, that has become "unstable?"
1.
2.
3.
4.

By completely emptying all partly filled double bottom tanks.


By jettisoning the entire deck cargo of timber.
By filling all wing ballast tanks.
By filling the small divided double bottom tanks on the lower side, whilst
jettisoning the deck cargo from the higher side.

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371.If a loll situation is confirmed


1.
2.
3.
4.

take action to lower G


take action to rise G
take no action
continue loading in oposite side of lolling

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372.If the angle of heel is less than 10 degrees, what is the equation for
finding GZ?
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1.
2.
3.
4.

GM times BM / 3.
GM times Sin(x).
GM times cos(x).
BM times sin(x).

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373.If the result of loading a vessel is an increase in the height of the


center of gravity, there will always be an increase in the
1.
2.
3.
4.

metacentric height
righting arm
righting moment
vertical moments

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374.If the vertical center of gravity (VCG) of a ship rises, the righting
arm (GZ) for the various angles of inclination will
1.
2.
3.
4.

decrease
increase
remain unchanged
be changed by the amount of GG' x cosine of the angle

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375.Intact buoyancy is a term used to describe


1.
2.
3.
4.

the volume of all intact spaces above the waterline


an intact space below the surface of a flooded area
an intact space which can be flooded without causing a ship to sink
the space at which all the vertical upward forces of buoyancy are
considered to be concentrated

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376.KN cross curves of stability are

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1. a set of of righting lever curves constructed for an assumed KG of zero


2. a set of of righting lever curves constructed for an assumed height of KG
above the keel
3. a set of of righting lever curves constructed for an assumed height of GM
4. a set of of righting lever curves constructed for an assumed zero GM

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377.List of the ship may be defined as


1. when the ship is inclined by external forces, such as wind
2. when the ship is inclined by forces within the ship, such as shifting of
cargo
3. none of the situations
4. both situations

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378.Lost buoyancy method when a compartment becomes flooded


assumes
1.
2.
3.
4.

there is no change in the displacement of the vessel


there is a change in the displacement of the vessel
the floodwater entering the ship increase the displacement
the floodwater entering the ship decrease the displacement

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379.Metacentric height is a measure of


1.
2.
3.
4.

initial stability only


stability through all angles
maximum righting arm
all the above are correct

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380.Minimum stability criteria for all types of ships are established by

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1.
2.
3.
4.

Intact Stability Code (IS Code 2008), for the vessels buid after 2010
Intact Stability Code (IS Code 2008), for all vessels
Code of Safe Practice for Loading And Securing of Cargo
International Maritime Code of Solid Bulk Cargoes

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381.Movement of liquid in a tank when a vessel inclines causes an


increase in
1.
2.
3.
4.

righting arm
metacentric height
height of the uncorrected KG
natural rolling period

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382.Parametric rolling appears when


1.
2.
3.
4.

period of pitching is either equal or half of the rolling period


period of pitching is equal to rolling period
period of pitching is half of the rolling period
period of pitching is double of rolling period

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383.Reserve buoyancy is
1. also called GM
2. the void portion of the ship below the waterline which is enclosed and
watertight
3. affected by the number of transverse watertight bulkheads
4. the watertight portion of a vessel above the waterline

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384.Reserve buoyancy may be defined as

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1. the volume of enclosed spaces above waterline


2. the volume of enclosed spaces above waterline destinated for loading of
cargo
3. the volume of all spaces above water line
4. the volume of spaces for loading deck cargo

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385.The center of flotation of a vessel is the geometric center of the


1.
2.
3.
4.

underwater volume
above water volume
amidships section
waterplane area

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386.The center of flotation of a vessel is the point in the waterplane


1. about which the vessel lists and trims
2. which coincides with the center of buoyancy
3. which, in the absence of external forces, is always vertically aligned with
the center of gravity
4. which is shown in the hydrostatic tables as VCB

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387.The centre of pressure, on a bulkhead flooded on one side to a depth,


h, measured from the bottom, is....
1.
2.
3.
4.

0.1 h
0.25h
0.33h
0.5h

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388.The changes in draught and stability when a compartment becomes


flooded due to damage, can be investigated by following metods

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1.
2.
3.
4.

the lost buoyancy method


the added weight method
none of methods
both of methods

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389.The point to which your vessel's center of gravity (G) may rise and
still permit the vessel to have positive stability is called the
1.
2.
3.
4.

metacentric point
metacenter
metacentric radius
tipping center

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390.The principal danger from ice collecting on a vessel is the


1.
2.
3.
4.

decrease in tonnage
decrease in displacement
adverse effect on trim
loss of stability

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391.The purpose of the Intact Stability Code is to present


1.
2.
3.
4.

only mandatory stability criteria


only recommendatory stability criteria
mandatory and recommendatory stability criteria
always mandatory stability criteria

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392.The stability of the vessel is reduced when

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1.
2.
3.
4.

the vessel is on the wave trough


the vessel is on the wave crest
in both situations
none of the situations mentioned

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393.To correct an unstable or neutral equilibrum situation must


1. weights already on board must be lowered
2. weights to be loaded below the centre of gravity of the ship
3. weights to be discharged from the positions above the ship's centre of
gravity
4. all of the above

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394.To reduce the parametric rolling, Master shall take the following
action
1. a water ballast could be used to alter the GM and hence the natural rolling
period to a non sychronous value
2. alter the ship's speed
3. alter the ship's course
4. all of the above

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395.Topside icing decreases vessel stability because it increases


1.
2.
3.
4.

displacement
free surface
draft
KG

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396.Transverse stability calculations require the use of

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1.
2.
3.
4.

hog or sag calculations or table


hydrostatic curves
general arrangement plans
cross-sectional views of the vessel

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397.What are "Cross Curves of Stability" used for onboard a ship?


1.
2.
3.
4.

Obtaining Statical Stability curves at known Displacements.


Obtaining Dynamical Stability Curve at known Displacement
Obtaining the position of metacentre
Similar to a set of Bonjean curves.

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398.What are "Hydrostatic Curves" used for in ship calculations?


1.
2.
3.
4.

Obtaining the shape of the body sections.


Mainly for trim calculations for predicting end draughts.
calculating the righting levers for different angles of heel
obtaining values of KN

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399.What are the "effects" of free surface?


1. It causes an increase in GM, thereby making the ship roll very heavily.
2. It causes the ship to "go by the head", thus increasing the risk due to heavy
pitching.
3. It cause a loss of GM, thereby creating a possibly dangerous situation.
4. It results in a loss of bouyancy.

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400.What causes a "Free Surface Effect?"


1. The movement of liquid in slack tanks due to a ship's motion.

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2. decreasing vessel's stability and increasing GM


3. A vessel having a very large GM.
4. increasing vessel's stability and decreasing vessel's GM

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401.What causes ships to experience "Stresses?"


1. As long as a ship is properly built and handled , it will never experience
stresses .
2. When the upward force due to weight at a point, and the downward thrust
due to buoyancy, at the same point are unequal.
3. Stresses to a ship are mainly caused when it is subjected to forces from
wind, waves and loads.
4. When the downward force due to weight at a point, and the upward thrust
due to buoyancy, at the same point, are not equal.

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402.What do the intersecting horizontal lines signify in the diagram?


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1.
2.
3.
4.

The change in the Centre of Flotation, after trimming.


They show the actual angle of trim.
The change of draft after trimming.
They only serve as a base for the two vertical lines.

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403.What does the diagram show, and what does it mean?


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1. A mould of a ship inside in a block, which is used for modeling purposes in


a shipyard.
2. The block coefficient of fineness, which is the ratio between the
underwater volume, and volume of circumscribing block.
3. A stability model, which is used when calculating GM and other pertinent
information.
4. The waterplane coefficient, which is the ratio between the waterplane area
and the area of the circumscribing rectangle .

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404.What does the term "LCB" mean?


1.
2.
3.
4.

Longitudinal Centre of Ballast.


Lowest Centre of Buoyancy.
Lowest Cantilever Beam.
Longitudinal Centre of Buoyancy.

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405.What formula do you use to determine the "GM" from an Inclining


Experiment?

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1. GM = w by distance by length of plumbline divided by W by deflection of


the plumbline.
2. GM = KM by d by 1/2 length of plumbline divided by w by length of
plumbline .
3. GM = w by length of plumbline divided by W by deflection of the
plumbline.
4. There is no formula. You simply measure the deflection of the plumbline
with a tape measure.

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406.What happens to cause a vessel to be in a state of "Unstable


Equilibrium?"
1. When the metacentre and the centre of gravity, are at the same height
above the keel.
2. When the metacentre and the centre of buoyancy, are at the same height
above the keel.
3. When the centre of gravity and centre of buoyancy are in the same position
above the keel
4. When the centre of gravity rises above the metacentre.

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407.What is a "Metacentre?"

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1. It is the position between the centre of gravity and the centre of buoyancy.
2. It is the intersecting point between the vertical lines through the centre of
buoyancy in the initial and slightly listed positions.
3. When a vessel heels over so that the low side touches the sea, that point is
the metacentre.
4. When a vessel is in a vertical position, the metacentre is the point below
the centre of buoyancy.

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408.What is "dynamical stability?"


1. It is the expression used to describe a vessel, that is in the most stable
condition possible.
2. It is the expression used to describe the transfer of buoyancy, from one side
to the other, when a vessel heels.
3. It is the measure of the work that is done when the vessel is inclined by
external forces.
4. It is the energy generated by a rolling vessel.

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409.What is "initial stability?"


1. It is the stability status of the ship, when first delivered to owners from the
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2. It is the stability of the vessel in her initial position, and is expressed by


metacentric height.
3. It is the vessel's GM, before commencement of loading.
4. It is the vessel's GM, after completion of loading.

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410.What is "Pressure" in the context of stability?


1. The maximum force that can be used in filling a tank.
2. The downward pressure resulting from the weight of individual cargo
loads.
3. The force applied at either end of the vessel, due to improper loading.
4. Pressure is force per unit area.

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411.What is "reserve buoyancy" in relation to a vessel?


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1.
2.
3.
4.

The watertight volume of a vessel, which is below the waterline.


The total volume cargo spaces
The watertight volume of the engine room and store rooms.
The watertight volume above the waterline.

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412.What is "Statical Stability?"


1. It is the basic stability information a vessel is required to carry by law.
2. It is the relationship between the moment of a couple and the righting
moment.
3. It is another name for the metacentric height.
4. It is the ability of a vessel to return to her initial or upright position, after
having been forcibly inclined.

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413.What is "the moment of a couple?"


1. It is the perpendicular distance between the forces forming the couple.
2. It is the product of one of the forces forming the couple, and the lever of
the couple.
3. It is the combined strength of the two forces forming the couple.
4. It is the righting lever that gives a rolling vessel the ability to return to her
initial position, after having been forcibly heeled.

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414.What is a GZ curve used to determine?


1.
2.
3.
4.

Flotability of the vessel at different angles of heel


Variation of displacement at different angles of heel
Stability
Buoyancy at different angles of heel

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415.What is a "Bending Moment" in a ship?


1. The process of lifting a heavy object, by squatting first, before applying an
upward lifting motion with one's arms & legs.
2. The method of applying a superior force to a metal object, to bend or shape
said object to the way you want it.

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3. A beam bends by placing weights on either side of it. The "Moment" is


calculated by multiplying the weight applied by the respective distance.
4. This is another name for hogging, and it occurs when there is too much
weight at either end.

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416.What is a "flammable mixture"?


1. A mixture of vapour and oil in an inerted tank.
2. Any mixture that can ignite on its own.
3. A mixture that has large amounts of vapour but not enough oxygen
molecules.
4. A mixture that has vapour and oxygen from the air in sufficient quantities
to ignite.

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417.What is a "Moment", in terms of stability?


1.
2.
3.
4.

It is the product of force and distance.


The time taken to perform an Inclining Experiment.
It refers to the weight loaded daily.
The consequence of overloading.

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418.What is a "Prismatic co-efficient?"


1.
2.
3.
4.

The same as the block co-efficient.


A co-efficient for a box-shaped vessel only.
Cm / Cb.
Volume of Displacement / (midship area x LBP). Also = Cb / Cm.

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419.What is a "Pro-metacentre?"

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1. This expresses KM as moving away off the centreline at large angles of


heel.
2. It is just another name for metacentre.
3. It is the ability of a vessel to return to an upright position.
4. It is the term used to indicate a vessel has a more than adequate GM.

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420.What is a "Shear Force" in a ship?


1. A violent sideways motion in heavy weather, which can cause a vessel to
shear violently.
2. A very powerful wind force, such as that experienced in a tropical
revolving storm.
3. A vertical force at the point at which a load is being carried, with the force
being the difference between upward and downward thrust.
4. It is the total weight applied at a recognised "weaker" part of a ship , such
as where the Main Deck meets the superstructure.

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421.What is a "Ship's Rolling Period?"


1. It is the time in seconds taken by a vessel to complete a roll i.e port to
starboard and back to port.
2. It is the time taken in seconds for a vessel to complete a roll, either to
starboard or to port.
3. It is the time in seconds between a vessel pitching downwards and
returning to the upright.
4. It is the time in seconds of the downward or upward pitch.

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422.What is an "Angle of List?"


1. The angle of heel where the GM is zero.
2. A fixed angle of heel caused by a transverse imbalance of internal forces
within the ship.

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3. The same as the Angle of Loll.


4. The angle of heel where the deck edge is immersed.

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423.What is an "Angle of Loll?"


1. It is simply the angle of each variable roll of a heeled vessel.
2. It is the angle or list a vessel settles at, after a shift of cargo.
3. It is the period in which a vessel momentarily rests after heeling one way or
the other, before returning to the upright position.
4. It is the list angle at which a vessel with negative stability comes to rest.

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424.What is meant by "Synchronism or Resonance?"


1.
2.
3.
4.

This is a situation used to describe gentle rolling.


This is a term used to describe violent rolling.
This is a term used to describe pitching and rolling.
This a dangerous condition that occurs when the ship's still water period
and the apparent wave period are equal.

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425.What is the "Centre of Buoyancy of a ship?"


1. The point through which the force of buoyancy, is considered to act
downwards.
2. The geometrical centre of underwater volume & the point through which
the force of buoyancy may be considered to act upwards.
3. The geometrical centre of underwater volume & the point through which
the force of buoyancy may be considered to act downwards.
4. It is the middle point of the watertight volume, above the waterline.

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426.What is the "Centre of Flotation or Tipping Centre" of a vessel?

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1. It is the exact mid point of the ship, around which the vessel trims as
weights are added or taken away.
2. It is a fixed known point arround vessel heels
3. It is the point on which the vessel initially rests, when being drydocked.
4. It is the geometrical centre of the waterplane and also the point about
which the vessel trims.

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427.What is the "Centre of Gravity", of an object?


1. It is the point at which the whole weight of the object may be regarded as
acting.
2. It is always the mid - point of the object.
3. It is the end point of an object.
4. It is the point where an object will snap, if it is bent.

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428.What is the "Centre of Pressure?"


1. It is the point where the total thrust of the pressure could be considered to
act.
2. It is the pressure in the centre of a specific tank.
3. It is the pressure at the Centre of Flotation.
4. It is the part that is least likely to give way to external pressure.

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429.What is the "formula " for calculating the righting moment of a


ship?
1.
2.
3.
4.

It is the product of the ship's GM multiplied by sin(heel angle).


It is the product of the ship's displacement multiplied by the BM.
It is the GM multiplied by the displacement in tonnes.
It is the GZ multiplied by the displacement in tonnes.

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430.What is the "Principle of Suspended Weights?"


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1. When a weight is suspended from a ship's derrick, its centre of gravity is


considered as being at the derrick head.
2. When a weight is suspended from a derrick, its centre of gravity is
considered as being at the heel of the derrick.
3. When a weight is suspended from a derrick, its centre of gravity is
considered as being at centre of the weight
4. When a weight is suspended from a derrick, its centre of gravity is
considered as being at centre of the weight measured from derrick's head

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431.What is the "Range of Stability" on a statical stability curve?


1.
2.
3.
4.

Zero to 30 degrees.
Zero to one radian ( 57.3 degrees ).
Angles of heel where all GZ levers are positive.
Zero to angle of deck immersion.

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432.What is the BM for a box-shaped vessel in terms of breadth and


draught?

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1.
2.
3.
4.

Breadth squared / 12xdraught.


Breadth squared / 6 x draught.
Breadth cubed / 12 x draught.
Breadth x draught / 10.

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433.What is the definition of transverse metacenter?


1. The distance between the actual center of gravity and the maximum center
of gravity that will still allow a positive stability.
2. The point to which G may rise and still permit the vessel to possess
positive stability.
3. The sum of the center of buoyancy and the center of gravity.
4. The transverse shift of the center of buoyancy as a vessel rolls.

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434.What is the difference between on ordinary list of the vessel and loll
of the vessel,
1. there is no difference
2. in both cases vessel is in unstable equilibrum
3. in listing condition the vessel is in stable equilibrum and in lolling
condition the vessel is in neutral equilibrum
4. in both condition the vessel is in neutral equilibrum condition

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435.What is the equilibrium state of the vessel in this diagram?


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1.
2.
3.
4.

It is in a state of stable equilibrium.


It is in a state of unstable equilibrium.
It is in a state of semi - stable equilibrium.
It is in a state of neutral equilibrium.

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436.What is the equilibrium state of the vessel in this diagram?


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1. It is in a state of "Neutral Equilibrium".


2. It is in a state of "Unstable Equilibrium".
3. It is in a state of "Stable Equilibrium".

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4. It is a vessel in a "Tender State".

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437.What is the equilibrium state of the vessel in this diagram?


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1.
2.
3.
4.

The vessel is in a state of neutral equilibrium.


The vessel is in a state of stable equilibrium.
The ship is in a state of unstable equilibrium.
The vessel is in a state of semi - equilibrium.

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438.What is the horizontal distance between the forces of Buoyancy and


Gravity, acting on a vessel when heeled by wind or waves, called?
1.
2.
3.
4.

Metacentric Height
KG
KM
Righting Lever

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439.What is the intact volume of a vessel above the waterline called?

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1.
2.
3.
4.

Buoyancy
Negative Buoyancy
Reserve Buoyancy
Lost Buoyancy

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440.What is the minimum allowable value for GM?


1.
2.
3.
4.

0.35m
0.25m
0.15m
0.45m

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441.What is the minimum allowable value for GZ?


1.
2.
3.
4.

0.35m
0.42m
0.2m
0.15m

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442.What is the purpose of performing an Inclining Experiment or


Stability Test?
Maximizeaza

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1. To test the safe working load of a derrick or crane.


2. To determine the maximum angle of heel, before a ship will capsize.
3. There is no need for such an experiment, because the information it gives
may be obtained in various other easier ways.
4. It is done to find out the "GM" of a vessel, plus the Ship's Lightweight, and
VCG & LCG at this Lightweight.

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443.What will happen when cargo is shifted from the main deck into the
lower hold of a vessel?
1.
2.
3.
4.

The GM will increase


The metacenter will move upward
The center of buoyancy will move upward
All of the above

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444.What will NOT decrease the stability of a vessel?


1.
2.
3.
4.

Topside icing
Running with a following sea
Using 35% of the fuel in a full tank
Lowering a weight suspended by a boom onto the deck

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445.When a vessel is in neutral equilibrium, the GM will be....


1.
2.
3.
4.

large
small
zero
negative

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446.When a vessel is inclined at a small angle the center of buoyancy will


1.
2.
3.
4.

remain stationary
move toward the low side
move toward the high side
move to the height of the metacenter

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447.When a wind force causes a vessel to heel to a static angle, the


1.
2.
3.
4.

centers of buoyancy and gravity are in the same vertical line


righting moment equals the wind-heeling moment
center of buoyancy remains the same
deck-edge immersion occurs

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448.Which action will best increase the transverse stability of a merchant


vessel at sea?
1.
2.
3.
4.

Ballasting the double bottom tanks


Deballasting the deep tanks
Positioning a heavy lift cargo on the main deck
Raising the cargo booms to the upright position

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449.Which factor has the greatest effect on the value of the free surface
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correction?
1.
2.
3.
4.

The width of the tank


The length of the tank
The position of the tank (yop side or double bottom)
The specific gravity of the liquid in the tank

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450.Which letters signify the metacentric height on the diagram?


Maximizeaza

1.
2.
3.
4.

The metacentric height is represented by the letters " BM ".


The metacentric height is not shown on this diagram.
The metacentric height is represented by the letters "GM ".
The metacentric height is represented by the letter " M ".

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451.Which statement about free surface is TRUE?


1. A partially filled space with 40% surface permeability will have greater
free surface effect than one with 60% surface permeability.
2. Pocketing increases the loss of GM due to free surface effect.

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3. Cargo with a specific gravity of 1.05 has less free surface effect than a
cargo with a specific gravity of 0.98.
4. Pocketing occurs at small angles of inclination when a tank is 98% full.

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452.Which statement about the free surface effect is true


1. it increases in direct proportion to the length of the tank times the breadth
square
2. it decreases at increased angles of heel due to pocketing when a tank is
90% full
3. it decreases in direct proportion to increasing specific gravity of the liquid
in the tank
4. in practice, the correction is considered to be a virtual reduction of KG

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453.Which vessels are considered most prone to poor stability?


1.
2.
3.
4.

Timber-carrying vessels, and Fishing vessels in Arctic waters.


Liquefied Natural Gas carriers.
Ships loaded with grain cargoes, that are liable to shift in bad weather.
Ships loaded with tobacco hogsheads /liner board or paper/ or steel coils
that require chocking & lashing, and can break free in bad weather.

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454.You are fighting a fire in a watertight compartment using hoses and


river water. Stability may be reduced because of
1.
2.
3.
4.

progressive downflooding
reduction of water in the storage tanks
increase in free surface which reduces the metacentric height
reduction of KG to the minimum allowable

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455.You are loaded a full cargo of packaged timber. What stability


calculations you must make?
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1. the GZ for sailing and arrival condition


2. the GM for sailing and arrival condition
3. the GM for arrival condition, allowing possible absorbtion of water by
cargo
4. a full stability condition, showing the minimum stability criteria which will
maintain throughout the voyage

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456.Your vessel has a midships engine room and the cargo is


concentrated in the end holds. The vessel is
1.
2.
3.
4.

sagging with tensile stress on main deck


sagging with compressive stress on main deck
hogging with tensile stress on main deck
hogging with compressive stress on main deck

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457.Your vessel has been holed in #1 hold and partially flooded. The hole
is plugged against further flooding. In calculating the effect of the
flooding on your transverse stability, you should use which method?
1.
2.
3.
4.

Compartment standard method


Lost buoyancy method
Factor of subdivision method
Added weight method

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458.Your vessel has just finished bunkering and has a small list due to
improper distribution of the fuel oil. This list will cause
1. a decrease in reserve buoyancy
2. a decrease in the maximum draft
3. the vessel to flop to port and starboard

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4. None of the above

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459.Your vessel has taken a slight list from off-center loading of material
on deck. The
1.
2.
3.
4.

list should be easily removed


mean draft is affected
vessel may flop
vessel is trimmed

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460.Your vessel is damaged with no list, but down by the stern. There is
progressive flooding and trim by the stern is increasing. What is the
effect on transverse stability after the deck edge at the stern is
submerged?
1.
2.
3.
4.

KB increases, increasing BM and therefore GM


KG increases due to the weight of the added water on deck
BM decreases from loss of water plane and greater volume
There is no effect on transverse stability

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461.Your vessel is damaged, listing to port and on occasion flopping to


the same angle to starboard. It has a long, slow, sluggish roll around the
angle of list. There is excessive trim by the stern with little freeboard aft.
What action should you take FIRST to correct this situation?
1. Jettison any off-center topside weights to lower GM and correct the list.
2. Pump out any slack after double-bottom tanks to reduce free surface and
increase freeboard aft.
3. Pump out the after peak and fill the forepeak to change the trim.
4. Press up any slack double-bottom tanks forward of the tipping center, then
fill the forepeak if empty

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462.Your vessel is listing 4 to port and has a short rolling period. There
is loose firefighting water in the hull. The ship is trimmed down by the
head with half meter of freeboard at the bow. Which action should you
take FIRST?
1.
2.
3.
4.

Press up the slack NO.1 starboard double bottom tank.


Pump out the forepeak tank.
Eliminate the water in the 'tween decks aft.
Jettison stores out of the paint locker in the forecastle.

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463.Your vessel rolls slowly and sluggishly. This indicates that the vessel
1.
2.
3.
4.

has off-centre weights


is taking on water
has a greate draft forward than aft
has poor stability

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464.An inert gas system installed on a tanker is designed to


1. aid in the stripping and cleaning of cargo tanks
2. increase the rate of discharge of cargo
3. force toxic and explosive fumes from a cargo tank to vent to the outside
atmosphere
4. lower the oxygen levels inside cargo tanks, making explosion nearly
impossible

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465.Eductors are used within oil tanker cargo operations for......


1. heating the cargo.
2. cargo stripping.

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3. commencing cargo loading.


4. commencing cargo discharge.

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466.Electricity as a power source for deck machinery would NOT be


suitable for which of the following?
1.
2.
3.
4.

Crude Oil Tankers.


Refrigerated vessels.
General Cargo ships.
Ro/Ro - Container ships.

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467.For the protection of a deep tank that carries edible oils, which of the
following coatings is most suitable?
1.
2.
3.
4.

Bituminous.
Emulsion.
Epoxy non-contaminate.
Self-polishing.

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468.If a liquid chemical cargo is liable to polymerise during voyage, what


treatment does it normally receive
1.
2.
3.
4.

it is continously recirculated during the voyage


it is kept at the temperature above 38 degrees Celsius
an inhibitor is added to it
it is loaded at 10-15 dgrees celsius and carried in insulated tanks

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469.On a tanker, apart from in cargo tanks, where is the buildup of


hydrocarbon vapour most likely?

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1.
2.
3.
4.

In ballast tanks.
In cofferdams.
In pumprooms.
In the engine room.

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470.On an oil tanker, the final valve between the ship's side and the
onshore terminal is called the......
1.
2.
3.
4.

Master Valve.
Crossover Valve.
Drop Valve.
Manifold Valve.

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471.Steam as a power source for deck machinery is most suitable for


which of the following type of ship?
1.
2.
3.
4.

Ro/Ro - container ships.


Refrigerated vessels.
Crude Oil Tankers.
General Cargo ships.

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472.The purpose of inert gas systems aboard tank vessels is to


1.
2.
3.
4.

allow sufficient oxygen in the tank to sustain life


prevent outside air from entering the tank
provide increase in cargo discharge pressure
comply with double hull pollution prevention regulations

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473.Ullage is the term used to describe....

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1.
2.
3.
4.

the vertical space above a liquid cargo.


the residue of 'sludge' left in a tank.
the volume of cargo remaining.
the depth of cargo remaining in a tank.

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474.What action should be taken immediately in the event of an oil tank


spill when loading?
1. Notify the terminal and stop loading.
2. Reduce the level in the tank by gravity transfer to a slack tank.
3. The spilled oil on deck should be recovered and action taken to stop any
further spillage.
4. Stand by the fire fighting equipment in case of ignition.

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475.What can happen when there is a wind blowing during cargo


operations on a tanker?
1.
2.
3.
4.

The wind can carry vapours and deposit gases around the superstructure.
Gases may enter the accommodation including the galley.
Gases may enter machinery spaces.
Nothing serious can happen

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476.What causes petroleum or other crude oil products to emit gases or


vapours?
1.
2.
3.
4.

Liquid movement in the tanks.


Ambient temperature above the liquid's vapour point.
Any drop in temperature.
The vibration that is encountered at sea.

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477.What is not usually a concern when you load a single hull tanker

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1.
2.
3.
4.

bending moments
initial stability
draft
trim

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478.What sort of flashlights (or torches) can be used on a tanker?


1.
2.
3.
4.

Waterproof flashlights.
Regular tightly sealed flashlights.
Intrinsically safe flashlights.
Water-cooled flashlights.

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479.What spaces on board a tanker must be declared safe before entry?


1.
2.
3.
4.

Pump rooms.
Cargo control rooms.
Engine room.
Steering gear flat.

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480.What type of vessel is most likely to be fitted with a Ring Main cargo
system?
1.
2.
3.
4.

VLCC
Product Carrier
Chemical Tanker
Gas Tanker

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481.When taking ullages, how do you ensure against inhaling vapours or


gases?

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1.
2.
3.
4.

Stand downwind.
Stand upwind.
Stand facing across the wind.
Stand forward.

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482.Which cargo is considered volatile?


1.
2.
3.
4.

Bunker C
Turkey-red oil
Sweet oil
iso-Propylamine

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483.Which is the MOST important consideration for a large tanker


vessel?
1.
2.
3.
4.

GM
The longitudinal centre of gravity
The stress on the hull
The vertical centre of gravity

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484.Which of the following would not introduce gas into a gas free cargo
tank?
1.
2.
3.
4.

When a valve is opened.


When sludge is disturbed.
When a cargo pump is opened up.
When the tank lid is opened.

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485.Which operation may cause the pressure in an inert tank to fall


below the prescribed limits?

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1.
2.
3.
4.

Loading
Discharging
Crude Oil Washing
Steaming

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486.Which statement about inert gas pressures in a cargo tank is TRUE?


1. The pressures of the inert gas in the tank may create excessive pressure at
the pump while discharging.
2. Gas pressures should be maintained at the highest permissible level
throughout the discharging process
3. High gas pressures may cause pyrophoric oxidation in the tank.
4. High gas pressures may cause loss of suction when stripping.

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487.Who certifies that a space is gas-free and safe for hot or cold work?
1.
2.
3.
4.

The bosun.
The captain.
A responsible officer.
An experienced AB.

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488.Why do tanker vessels engaged in Tank Cleaning


1. prevent intergrade contamination, permit subsequent gas freeing for entry,
provide additional ballast space and remove solid residues and sludge
2. prevent intergrade contamination, provide additional ballast space and
remove solid residues and sludge
3. prevent intergrade contamination, permit subsequent gas freeing for entry
and remove solid residues and sludge
4. permit subsequent gas freeing for entry, provide additional ballast space
and remove solid residues and sludge

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489.Why is gas-freeing rarely required for LPG cargo tanks?


1.
2.
3.
4.

LPG is compatible with all cargos.


LPG's high oxygen content makes it nonvolatile.
Cargo tanks are inspected less frequently than on oil tankers.
The cargo tanks are used for one type of cargo only

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490.You are on a tankship discharging oil. When all of the oil that the
main cargo pumps can handle is pumped out of a tank, the remainder is
1. stripped out and pumped directly ashore into the mainline as the remaining
cargo tanks are pumped out with the main pumps
2. stripped to one tank and then pumped out with the main pumps
3. stripped out and pumped directly ashore after all the tanks have been
emptied by the main pumps
4. gravitated to the centers from the wings and pumped out with the main
pumps

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491.Amarajul marfii va fi examinat


1. dupa terminarea incarcarii inainte de plecarea navei in voiaj
2. inainte de plecarea navei in voiaj precum si pe timpul voiajului
3. inainte de plecarea navei in voiaj deoarece pe timpul voiajului acest lucru
implica riscuri pentru echipaj
4. amarajul navei nu necesita verfificare deoarece acesta este facut si certificat
de compania de amaraj

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492.Amararea marfurilor grele si agabaritice se face


1. doar cu materiale de amaraj care prezinta aceleasi caracteristici de
flexibilitate si elasticitate

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2. pot fi folosite in combinatie materiale cu caracteristici de elasticitate si


flexibilitate diferita
3. doar cu lanturi
4. doar cu sarme si intinzatori

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493.Buna conservare a produselor alimentare in vrac, pe timpul


transportului maritim, se realizeaza prin :
1.
2.
3.
4.

separarea loturilor de marfa;


ventilatie eficienta;
acoperirea cu prelate sau folie de plastic
conservarea acestor marfuri nu implica actiuni deosebite.

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494.Buna stare de functionare a instalatiilor de incarcare/descarcare de


la bordul navelor se atesta prin :
1.
2.
3.
4.

certificatul de clasa;
certificatul de siguranta a echipamentului;
certificatul de siguranta a constructiei;
cartea instalatiei de ridicat marfuri.

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495.Butoaiele se stivuiesc orizontal (culcat) cand :


1.
2.
3.
4.

sunt construite din metal;


sunt construite din lemn;
sunt construite din plastic;
au vrana practicata in doaga (pe generatoare).

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496.Butoaiele se stivuiesc vertical (in picioare) cand :

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1.
2.
3.
4.

sunt construite din metal;


sunt construite din lemn;
sunt construite din plastic;
au vrana practicata in capac.

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497.Cand natura marfurilor impune un fardaj suplimentar al magaziilor


navei, acesta este efectuat uzual, in contul :
1.
2.
3.
4.

armatorului;
incarcatorului;
destinatarului;
companiei de stivatori.

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498.Cartea instalatiei de ridicat marfuri este eliberata si vizata periodic


de :
1.
2.
3.
4.

santierul constructor;
registrul de clasificare;
societatea de asigurare;
autoritatile navale

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499.Coletele de marfuri generale care au marcajul necorespunzator sau


sters se incarca :
1.
2.
3.
4.

separat de coletele marcate corespunzator;


la terminarea operarii;
numai cu scrisoare de garantie;
coletele cu marcaj necorespunzator sau sters vor fi respinse la incarcare.

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500.Deplasarea cherestelei incarcata pe coverta se poate datora unuia din


urmatorii factori

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1.
2.
3.
4.

slabirea amarajului, datorita compactarii marfii pe timpul voiajului


ruliu violent al navei
impactul cu apa de mare ambarcata pe coverta in conditii de mare agitata
toate cele 3 situatii

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501.Dunnage este denumirea data materialelor folosite pentru


1.
2.
3.
4.

protejarea marfii si a ambalajului acesteia impotriva umiditatii


protejarea marfii impotriva contaminarii
protejarea marfii impotriva avariilor
toate cele 3 situatii

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502.Fardajul magaziilor are rol in :


1.
2.
3.
4.

prevenirea contactului marfurilor cu peretii metalici ai navei;


arimarea marfurilor;
amarajul marfurilor;
separatia marfurilor.

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503.In cadrul procesului de pregatire a magaziilor de marfa pentru


transportul produselor metalurgice ( role, tabla foi, tevi etc) se
recomanda
1.
2.
3.
4.

spalarea magaziilor cu apa sarata


spalarea magaziilor cu apa sarata si apoi cu apa dulce
spalarea magaziilor nu este necesara in aceasta situatie
spalarea magaziilor se va face functie de natura produselor metalurgice ce
urmeaza a fi incarcate

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504.In cazul operarii marfurilor cu instalatia de incarcare/descarcare a

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navei, proba instalatiei in functionare trebuie efectuata :


1.
2.
3.
4.

zilnic;
saptamanal;
inaintea inceperii fiecarei etape de operare;
inainte de intrarea navei in port

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505.In mediu umed bumbacul absoarbe apa marindu-si greutatea cu :


1.
2.
3.
4.

17-20%;
20-25%;
27-30%;
30-35%.

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506.In timpul incarcarii navelor mineraliere se urmareste:


1.
2.
3.
4.

repartizarea uniforma a incarcaturii pe magazii;


distributia marfii pe intreaga suprafata a magaziilor de marfa;
asigurarea unei asiete convenabile;
toate cele trei activitati mentionate.

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507.In transportul carbunelui pentru evitarea procesului de


autoaprindere este recomandat ca
1.
2.
3.
4.

ventilarea sa se faca la suprafata marfii


ventilarea marfii sa se faca atat la suprafata cat si in interior
ventilarea sa se faca in interiorul marfii
la acest tip de marfa nu se recomanda ventilare

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508.Inainte de incarcarea cherestelei pe coverta trebuiesc indeplinite


urmatoarele conditii
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1. capacele gurilor de magazii trebuiesc sa fie asigurate si pregatite de mare


2. tevile de sonda precum si gurile de ventilatie vor fi protejate pentru a evita
patrunderea apei pe timpul voiajului
3. acumularile de gheata si zapada vor fi indepartate
4. toate cele 3 situatii

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509.Inainte de incarcarea sau descarcarea marfurilor solide in vrac,


comandantul navei si representantul terminalului de operare a navei vor
fi de acord asupra unui plan care
1. va asigura ca fortele taietoare si momentele de inconvoiere ale navei nu vor
fi mai mari decat valorile maxim admisibile
2. va indica secventele de incarcare/descarcare a navei
3. va indica rata de incarcare/descarcare a navei
4. toate cele 3 situatii

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510.Inaltimea stivei de cherestea incarcata pe coverta pentru o nava care


incarca in zona de navigatie de iarna, nu va depasi
1.
2.
3.
4.

1/4 din latimea navei


1/3 din latimea navei
1/2 din latimea navei
niciuna din cele trei situatii

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511.Inaltimea stivei de cherestea pe coverta va fi restrictionata astfel


incat
1. sa se asigure o buna vizibilitate
2. sa nu depaseasca 1/4 din latimea navei
3. sa nu depaseasca inaltimea barcilor de salvare

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4. sa nu depaseasca 1/2 din latimea navei

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512.Inaltimea stivei de cherestea pe coverta va fi restrictionata astfel


incat
1. stabilitatea navei sa fie mentinuta pe tot timpul voiajului
2. greutatea marfii de pe coverta sa nu depaseasca greutatea maxima
admisibila
3. niciuna din situatii
4. ambele situatii

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513.Indicele de stivuire reprezinta :


1.
2.
3.
4.

masa unitatii de volum al marfii;


raportul dintre volumul magaziilor navei si volumul marfii;
volumul unitatii de masa a marfii;
raportul dintre deadweightul net si greutatea marfii;

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514.Indicele ideal de stivuire satisface :


1.
2.
3.
4.

cantitatea minima de marfa ce poate fi incarcata


cantitatea maxima de marfa ce poate fi incarcata
capacitatea de incarcare a navei la linia de incarcare de vara
capacitatea de incarcare a navei.

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515.Instructiunile referitoarea la stivuirea si amararea marfurilor se


gasesc la bordul navei in
1. Ship's Stability Book
2. Cargo Loading Manual

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3. Cargo Securing Manual


4. Cargo Lashing Manual

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516.La amenajarea navelor in vederea transportului de cereale in vrac,


puturile de alimentare au rol in limitarea efectelor:
1.
2.
3.
4.

alunecarii cerealelor;
tasarii cerealelor;
incingerii cerealelor;
umezirii cerealelor.

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517.La amenajarea navelor in vederea transportului de cereale in vrac,


separatiile longitudinale au rol in limitatrea efectelor:
1.
2.
3.
4.

alunecarii cerealelor;
tasarii cerealelor;
incingerii cerealelor;
umezirii cerealelor.

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518.La bordul navei informatiile referitoare la materialele de amaraj


precum si la metodele de amaraj ce se folosesc la bordul navei se gasesc in
1.
2.
3.
4.

Cargo Lashing Manual


Cargo Securing Manual
Cargo Stowing Manual
Cargo Loading Manual

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519.La bordul navelor de transport marfuri generale, partide de acelasi


tip de marfa ce urmeaza a fi descarcate in porturi diferite se separa prin

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1.
2.
3.
4.

benzi de plastic de culori diferite


marcaje cu vopsea de culoare diferita
niciuna din situatii
ambele situatii

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520.La navele care transporta cereale in vrac, inaltimea metacentrica


transversala (corectata pentru efectul suprafetelor libere lichide) nu
trebuie sa fie mai mica de:
1.
2.
3.
4.

0,1 m;
0,2 m;
0,3 m;
0,15 m.

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521.La navele care transporta cereale in vrac, prin ventilatie se


urmareste limitarea efectelor:
1.
2.
3.
4.

pierdere a umiditatii
incoltirii marfii
incingerii cerealelor;
la aceste marfuri ventilatia nu este necesara.

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522.La navele care transporta cereale in vrac, unghiul de inclinare


transversala datorata deplasarii incarcaturii nu trebuie sa depaseasca:
1.
2.
3.
4.

10 grade
12 grade;
5 grade;
15 grade.

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523.La navele care transporta marfuri solide in vrac, cargo-planul se

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prezinta ca o sectiune a navei in plan :


1.
2.
3.
4.

longitudinal-diametral;
transversal;
orizontal;
vertical.

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524.Marfurile generale ambalate se verifica la incarcare dupa :


1.
2.
3.
4.

greutatea coletelor;
volumul coletelor;
continutul coletelor;
numarul si marcajul coletelor.

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525.Marfurile generale sunt receptionate la bord (cantitativ si calitativ)


pe baza :
1.
2.
3.
4.

greutatii coletelor
ordinului de imbarcare;
listei de incarcare;
cargo-planului.

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526.Navele cargou sunt caracterizate de :


1.
2.
3.
4.

dispunerea tancurilor de balast doar in dublu fund


instalatii proprii de operare;
imposibilitatea incarcarii marfii in vrac
un grad mare de etanseitate la nivelul puntii principale.

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527.Navele vrachiere sunt caracterizate de :

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1. gradul scazut de etanseitate al magaziilor de marfa, deoarece marfurile


solide in vrac nu necesita acest lucru
2. lipsa tancurilor superioare de balast
3. forma magaziilor care asigura autorujarea marfii;
4. magazii cu structura celulara.

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528.Pentru manipularea sacilor se recomanda :


1.
2.
3.
4.

sapane metalice;
carlige;
paleti;
pastici.

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529.Pentru marfurile solide in vrac susceptibile procesului de lichefiere,


"Transport Moisture Limit (TML)" se refera la
1. continutul maxim de umiditate al marfii care este considerat in siguranta
pentru transport
2. continutul minim de umiditate al marfii care este considerat in siguranta
pentru transport
3. continutul de umiditate al marfii care este considerat in siguranta pentru
transport
4. continutul de umiditate al marfii care pote fi considerat sigur pentru
transport, masurat inainte de incaperea incarcarii

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530.Pericolele implicate in transportul de fier vechi pot include


1. deplasarea marfii care poate cauza o inclinare periculoasa a navei
2. deplasarea unor bucati individuale de fier care pot cauza o avarie a peretilor
magaziei de marfa sub linia de plutire fapt ce poate duce la inundarea
magaziei de marfa

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3. posibilitatea ca nava sa se afle in conditie de echilibru instabil datorita


faptului ca marfa mai grea a fost incarcata peste marfa mai usoara
4. toate cele 3 situatii

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531.Pregatirea magaziilor de marfa pentru incarcarea carbunelui


presupune ca
1. toate cablurile electrice precum si a componentelor electrice adiacente
spatiilor de incarcare trebuie sa fie in buna stare si sa nu prezinte defecte
2. inchiderea tuturor gurilor de ventilatie
3. lasarea deschisa a gurilor de acces in magazii pentru intrarea si masurarea
nivelului de oxigen
4. niciuna din cele 3 situatii

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532.Pregatirea magaziilor pentru incarcare presupune


1. inspectia echipamentelor auxiliare cum ar fi santine, tevile de sonda
precum si alte tubulaturi care trec prin magaziile navei
2. inspectia etanseitatii capacelor magaziilor
3. inspectia gurilor de ventilatie
4. toate cele 3 situatii

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533.Pregatirea magaziilor pentru incarcare presupune :


1.
2.
3.
4.

verificarea instalatiei de incarcare


verfifcarea instalatiei de inchidere a magaziilor
indepartarea fardajului;
indepartarea mirosurilor remanente.

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534.Pregatirea magaziilor pentru incarcare se face

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1.
2.
3.
4.

functie de natura marfii care urmeaza a fi transportata


dupa o procedura standard disponibila in documentatia tehnica a navei
numai in cazul cand este nevoie
doar daca urmeaza a se incarca acelasi tip de marfa

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535.Pregatirea magaziilor pentru incarcare si transport presupune:


1.
2.
3.
4.

curatarea santinelor;
curatarea tancurilor de balast;
spalarea zonelor adiacente spatiului de incarcare
indepartarea fardajului.

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536.Pregatirea magaziilor pentru incarcare si transport presupune:


1. indepartarea fardajului;
2. maturarea magaziilor si indepartatea rezidurilor de la marfurile transportate
anterior;
3. vopsirea locurilor acoperite cu rugina din interiorul magaziilor
4. presarea tancurilor din dublu fund.

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537.Pregatirea magaziilor pentru incarcare si transport presupune:


1.
2.
3.
4.

vopsirea locurilor acoperite cu rugina din interiorul magaziilor


curatarea tancurilor de balast;
fardarea peretilor si a paiolului, corespunzator naturii marfurilor;
inchiderea clapetilor de ventilatie.

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538.Prin amarajul marfurilor se urmareste:


1. arimarea corespunzatoare;

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2. reducerea inaltimii metacentrice;


3. excluderea deplasarii marfurilor pe timpul transportului;
4. stivuirea cat mai compacta a marfurilor la bordul navei

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539.Prin rujarea marfurilor solide in vrac se intelege operatiunea de:


1.
2.
3.
4.

tasare a marfii
nivelare a marfii;
separare a marfii;
manipulare a marfii.

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540.Prin rujarea marfurilor solide in vrac se urmareste:


1.
2.
3.
4.

limitarea deplasarii marfii;


accelerarea procesului de tasare;
limitarea efectelor incingerii marfii;
la aceste marfuri nu se practica rujarea.

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541.Prin stivuirea "pe jumatate sac" se urmareste :


1.
2.
3.
4.

stabilitatea stivei de marfa;


spatiu mort minim;
ventilatie pronuntata;
reducerea timpului de operare.

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542.Prin stivuirea "sac pe sac" se urmareste :


1. stabilitatea stivei de marfa;
2. spatiu mort minim;
3. ventilatie pronuntata;

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4. reducerea timpului de operare.

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543.Prin stivuirea sacilor "tesut" se urmareste :


1.
2.
3.
4.

stabilitatea stivei de marfa;


spatiu mort minim;
ventilatie pronuntata;
reducerea timpului de operare.

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544.Principalele pericole ale marfurilor solide in vrac sunt


1.
2.
3.
4.

lichefierea
deplasarea pe timpul voiajului
provocarea de avarii la structura navei
toate cele 3 situatii

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545.Principalele pericole in transportul carbunilor sunt


1.
2.
3.
4.

pot emite gaze inflamabile


prezinta pericol de autoaprindere
lichefiere
toate cele 3 situatii

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546.Printr-o separare eficienta a loturilor de marfa incarcate se


urmareste :
1.
2.
3.
4.

evitarea manipularilor suplimentare de marfuri, in contul navei;


conservarea marfurilor pe timpul transportului;
reducerea materialelor de amaraj;
evitarea deplasarii marfurilor la bordul navei

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547.Proprietatile fizico-chimice ale carbunilor, care influenteaza procesul


de transport pe mare, sunt:
1.
2.
3.
4.

umiditatea;
emanatia de gaze inflamabile;
autoaprinderea;
toate cele 3 proprietati mentionate.

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548.Proprietatile fizico-chimice ale cerealelor, care influenteaza procesul


de transport pe mare, sunt:
1.
2.
3.
4.

alunecarea;
tasarea;
incingerea;
toate cele 3 proprietati mentionate.

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549.Recomandarile IMO privind trasportul, stivuirea si amararea


marfurilor sunt date de
1.
2.
3.
4.

Code of safe Practice for Cargo Stowage and Securing


Code of Safe Practice for Cargo Loading and Securing
International Code of Stowage and Securing for all types of cargo
IMDG Code

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550.Rolele de tabla cu greutatea mai mare de 12 tone se vor stivui pe


maxim :
1.
2.
3.
4.

1 rand;
2 randuri;
3 randuri;
4 randuri.

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551.Rolele de tabla pot fi stivuite la bordul navei functie de greutatea lor


astfel
1.
2.
3.
4.

pana la 10 tone pe 3 randuri


pana la 10 tone pe 4 randuri
pana la 10 tone pe 2 randuri
pana la 10 tone pe 5 randuri

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552.Rolele de tabla pot fi stivuite la bordul navei functie de greutatea lor


astfel
1.
2.
3.
4.

pana la 15 tone pe 3 randuri


pana la 15 tone pe 2 randuri
pana la 15 tone pe 1 rand
pana la 15 tone pe 4 randuri

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553.Rolele de tabla pot fi stivuite la bordul navei functie de greutatea lor


astfel
1.
2.
3.
4.

peste 15 tone pe 2 randuri


peste 15 tone pe maxim 2 randuri
peste 15 tone pe 1 rand
pana la 15 tone pe 1 sau 2 randuri

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554.Rujarea marfurilor solide in vrac se face cu scopul de a


1. reduce riscul deplasarii marfii la bord
2. minimiza continutul de aer din marfa
3. reduce riscul deplasarii marfii la bord si de a minimiza continutul de aer

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din marfa care pote duce la aprinderea spontana a marfii


4. niciuna din cele trei situatii

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555.Se interzice ventilatia magaziilor navei, pe timpul transportului,


atunci cand :
1. temperatura marfurilor incarcate este mai mare decat temperatura aerului
atmosferic;
2. nava imbarca apa pe punte;
3. marfa va fi descarcata in acelasi port
4. ventilatia marfurilor nu depinde de factorii de mediu exterior.

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556.Se interzice ventilatia magaziilor navei, pe timpul transportului,


atunci cand :
1. temperatura marfurilor incarcate este mai mica decat temperatura aerului
atmosferic;
2. marfa nu este ambalata
3. se naviga cu val de pupa;
4. ventilatia marfurilor nu depinde de factorii de mediu exterior.

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557.Stantele pentru havalea se instaleaza :


1.
2.
3.
4.

la intervale de maxim 5 m;
la intervale de maxim 4 m;
la intervale de maxim 3 m;
instalarea stantelor nu este obligatorie.

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558.Starea de ruginire a marfii se caracterizeaza cu remarca :

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1.
2.
3.
4.

marfa ruginita;
rugina atmosferica;
rugina superficiala;
rugina usoara.

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559.Testarea etanseitatii capacelor gurilor de magazie, cu manica de


incendiu sub presiune, trebuie efectuata :
1.
2.
3.
4.

numai la iesirea din santier;


numai pe timpul inspectiilor registrului de clasificare;
numai pe timpul expertizelor P&I;
ori de cate ori este nevoie.

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560.Tevile metalice este recomandat a se incarca la bordul navei


1. doar longitudinal
2. doar transversal, eliminandu-se posibilitatea deplasarii marfii pe timpul
transportului
3. atat longitudinal cat si transversal
4. nu se pot incarca pe punte

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561.Tipul materialelor de amaraj precum si cantitatea acestora sunt


dictate, in principal, de :
1.
2.
3.
4.

costurile materialelor de amaraj


natura marfurilor;
ruta de navigatie;
durata voiajului

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562.Toate operatiunile legate de asigurarea etanseitatii capacelor gurilor


de magazie trebuie intregistrate in :

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1.
2.
3.
4.

planul de intretinere a navei;


jurnalul de bord;
in anexa de la certificatul de operare al instalatiei
inregistrarea acestor operatiuni nu este necesara.

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563.Transportul marfurilor pe punte se face :


1.
2.
3.
4.

pe riscul armatorului;
pe riscul destinatarului marfii;
pe riscul comandantului;
pe riscul incarcatorului.

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564.Ventilatoarele navelor cargou realizeaza, in medie, pentru fiecare


magazie de marfa :
1.
2.
3.
4.

2 schimburi de aer pe ora;


4 schimburi de aer pe ora;
8 schimburi de aer pe ora;
12 schimburi de aer pe ora.

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565.Aptitudinea navei si a echipajului sau de a efectua un voiaj in


siguranta, din toate punctele de vedere, pentru nava insasi, pentru
echipaj si incarcatura, reprezinta :
1.
2.
3.
4.

o calitate nautica;
buna practica marinareasca;
buna stare de navigabilitate;
respectarea normelor impuse de societatea de clasificare

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566.Cargo-planul initial sta la baza :

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1.
2.
3.
4.

calcului de stabilitate si asieta;


angajarii navei;
calculului de eficienta a navei;
contractului de navlosire si transport.

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567.Cargo-planul se intocmeste pe baza :


1.
2.
3.
4.

calculului de stabilitate si asieta


conosamentului;
listei de incarcare;
contractului de navlosire si transport.

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568.Cazurile tipice de incarcare a navei sunt date de :


1. Codul de buna practica pentru incarcarea, stivuirea si amararea marfurilor
la bordul navei
2. Normele registrului naval;
3. Manualul companiei de navigatie;
4. Informatia de stabilitate pentru comandant.

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569.Coletele care contin poluanti marini severi ambalati, nedepasind 0,5 l


pentru substante lichide si 0,5 kg pentru substante solide, vor fi marcate
durabil:
1.
2.
3.
4.

cu inscriptia MARINE POLLUANT;


cu denumirea comerciala si numarul ONU;
cu formula chimica a marfii continute
pentru aceste colete marcajul MARINE POLLUANT nu este obligatoriu.

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570.Coletele care contin poluanti marini ambalati, nedepasind 5 l pentru

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substante lichide si 5 kg pentru substante solide , vor fi marcate durabil:


1.
2.
3.
4.

cu inscriptia MARINE POLLUANT;


cu denumirea comerciala si numarul ONU;
cu formula chimica a marfii continute;
pentru aceste colete marcajul MARINE POLLUANT nu este obligatoriu.

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571.Conditiile tehnice-constructive si de dotare a navelor maritime sunt


reglementate de :
1.
2.
3.
4.

Conventia internationala privind constructia navelor


Conventia internationala pentru ocrotirea vietii umane pe mare (SOLAS);
Codul international privind stabilitatea tuturor tipurilor de nave
Codul international privind incarcarea, stivuirea si amararea marfurilor la
bordul navei

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572.Deadweightul brut al navei este :


1. volumul spatiilor destinat marfii;
2. capacitatea totala de incarcarea a navei mai putin greutatile lichide de la
bord
3. capacitatea totala de incarcare a navei;
4. suma greutatilor constante de la bord.

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573.Deadweightul caracterizeaza :
1. deplasamentul navei la un moment dat
2. deplasamentul maxim al navei la linia de incarcare de vara
3. capacitatea de incarcare a navei inclusiv greutatile lichide de la bordul
navei si greutatea navei goale
4. capacitatea de incarcare.

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574.Deadweightul net al navei este:


1.
2.
3.
4.

o marime constanta;
spatiul destinat marfii;
suma greutatilor variabile de la bord;
capacitatea utila de incarcare a navei.

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575.Densitatea standard pentru care este intocmita documentatia de


incarcare de la bordul navelor este:
1.

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1,000 t/m3

2.

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1,012 t/m3

3.

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1,025 t/m3

4.

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1,030 t/m3

576.Deplasamentul de plina incarcare corespunde :


1. liniei de plutire de vara in apa dulce
2. liniei de plutire de vara indiferent de valoarea densitatii apei in care
pluteste nava
3. liniei de plutire de vara, in apa sarata;
4. oricarei linii de plutire indiferent de densitatea apei in care pluteste nava

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577.Deplasamentul navei goale este:


1. o marime variabila calculata de santierul constructor;
2. este o marime variabila si se determina la bordul navei pentru fiecare
incarcare
3. o marime constanta data de santierul constructor;
4. este o marime variabila si se determina de fiecare data cand nava intra in
santier

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578.Deplasamentul navei reprezinta:


1.
2.
3.
4.

volumul de apa deslocuit de carena navei;


masa incarcaturii de la bord;
volumul total ocupat de marfa;
masa volumului de apa deslocuit de nava.

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579.Descarcarea navelor tanc pentru produse chimice se realizeaza :


1.
2.
3.
4.

numai cu pompele navei;


numai cu pompele terminalului;
cu pompele navei si cu pompele terminalului;
metoda de descarcare se stabileste prin contract.

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580.Diferenta dintre deadweightul brut al navei si totalitatea greutatilor


de la bord (care nu constituie marfa) reprezinta :
1.
2.
3.
4.

tonajul navei;
tonajul registru brut;
tonajul registru net;
deadweightul net.

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581.Diferenta dintre deplasamentul de plina incarcare si greutatea navei


goale reprezinta :
1.
2.
3.
4.

tonajul navei;
deadweightul net;
deadweightul brut;
tonajul registru brut.

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582.Diferenta dintre deplasamentul navei la un pescaj dat si greutatile


cunoscute( inclusiv greutatea navei goale) se materializeaza in:
1.
2.
3.
4.

deadweightul net al navei;


deadweightul brut al navei;
tonajul navei;
constanta navei.

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583.Factorii care influenteaza marimea efectului suprafetelor libere


lichide sunt
1. latimea tancului, lungimea tancului, densitatea lichidului din tanc
2. latimea tancului, lungimea tancului, starea de inclinare a navei
3. latimea tancului, densitatea lichidului din tanc si pozitia pe verticala a
tancului la bordul navei
4. latimea tancului, densitatea lichidului din tanc si asieta navei

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584.Factorul de corectie a deplasamentului, pentru densitate, are


expresia:
1.

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fc =

2
1

2.

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fc =

1
2

3.

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fc = 1 2
4.

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fc = 2 1

585.Formula care exprima relatia dintre deplasamentul navei si volumul


de apa deslocuit de carena navei este :
1.

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D=

2.

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D = V

3.

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D = V( 2 - 1)

4.

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D=

1
2

586.Institutiile organizate in scopul supravegherii constructiei si


exploatarii navelor, capabile sa emita certificate care sa confirme buna
stare tehnica, sunt :
1.
2.
3.
4.

societati de asigurare;
registre de clasificare;
autoritatile navale
santiere navale.

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587.Intocmirea cargo-planului este sarcina si responsabilitatea :


1.
2.
3.
4.

incarcatorului navei;
comandantului navei;
companiei de stivatori;
superintendentului navei.

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588.La intocmirea cargo planului se va tine cont de


1. greutatea maxima admisibila care poate fi incarcata pe paiolul magaziilor
sau pe capacele gurilor de magazii
2. greutatea maxima admisibila a mijloacelor de incarcare de la bordul navei
3. numarul mijloacelor de incarcare de la bordul navei
4. toate cele 3 situatii

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589.O explozie care afecteaza aproape intreaga incarcatura, in mod


instantaneu, este definita ca:

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1.
2.
3.
4.

explozie accelerata;
explozie intarziata;
explozie in masa;
explozie instantanee.

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590.O tona deadweight are :


1.
2.
3.
4.

100 pc;
907 kg;
1000 kg;
1016 kg.

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591.O tona lunga are :


1.
2.
3.
4.

100 pc;
907 kg;
1000 kg;
1016 kg.

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592.O tona metrica are :


1.
2.
3.
4.

100 pc;
907 kg
1000 kg;
1016 kg.

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593.O tona registru are ;


1. 1000 m cubi;

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2. 1000 kg;
3. 2,83 m cubi;
4. 1016 kg.

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594.O tona registru este egala cu :


1.
2.
3.
4.

1000 kg;
100 pc;
907 kg;
1016 kg.

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595.O tona scurta are :


1.
2.
3.
4.

100 pc;
907 kg;
1000 kg;
1016 kg.

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596.Operatiunea de pregatire a navei pentru incarcare si transport


depinde, in cea mai mare masura, de :
1.
2.
3.
4.

ruta de navigatie;
tipul navei;
natura marfurilor ce urmeaza a fi incarcate;
numarul porturilor de operare.

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597.Ordinul de imbarcare este intocmit de :


1. comandantul navei;
2. agentul navei

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3. incarcatorul navei;
4. compania de stivatori.

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598.Ordinul de imbarcare este un document de baza pentru :


1.
2.
3.
4.

intocmirea cargo-planului final;


calculul de stabilitate
determinarea pescajelor si a asietei
masurile necesare ventilatiei marfurilor incarcate

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599.Pregatirea navei, corespunzator marfurilor ce urmeaza a fi incarcate


si rutei de navigatie, contribuie la :
1.
2.
3.
4.

eficienta voiajului
atestarea bunei stari de navigabilitate;
efectuarea voiajului intr-un timp mai scurt
marirea vitezei de operare a marfurilor.

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600.Prin intocmirea cargo-planului se urmareste :


1.
2.
3.
4.

excluderea manevrelor suplimentare de marfa;


amplasarea greutatilor deasupra planului neutru;
incarcarea cu cat mai putine macarale
micsorarea deplasamentului navei goale.

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601.Prin intocmirea cargo-planului se urmareste :


1. mentinerea constantei navei;
2. evitarea incarcarii mai multor sorturi de marfa compatibile in acelasi
compartiment

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3. pierderea minima de spatiu prin stivuire;


4. evitarea amararii tuturor marfurilor

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602.Prin intocmirea corecta a cargo planului se urmareste :


1.
2.
3.
4.

amplasarea greutatilor incarcate deasupra planului neutru;


mentinerea constantei navei;
reducerea la minimul necesar a materialelor de separatie si de amaraj;
o cantitate minima de balast permanent.

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603.Prin intocmirea corecta a cargo-planului se asigura :


1.
2.
3.
4.

un numar minim de guri de magazii la operare;


o stabilitate longitudinala negativa;
o constanta minima;
un numar maxim de guri de magazii la operare.

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604.Prin intocmirea corecta a cargo-planului se urmareste :


1.
2.
3.
4.

economia de combustibil;
o buna stabilitate si o asieta corespunzatoare;
ordinea de consum al lichidelor la bord;
amplasarea greutatilor in planul neutru.

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605.Prin intocmirea corecta a cargo-planului se urmareste :


1.
2.
3.
4.

o inclinare minima a navei


o cantitate minima de balast permanent.
distributia uniforma a marfurilor la bord;
cresterea deplasamentului navei goale;

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606.Prin intocmirea corecta a cargo-planului se urmareste :


1.
2.
3.
4.

amplasarea greutatilor in planul neutru;


protejarea marfurilor, avand in vedere compatibilitatea lor reciproca;
o cantitate minima de balast permanent;
reducerea deplasamentului navei goale.

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607.Printr-o repartizare cat mai uniforma a marfurilor la bord, in plan


longitudinal, se urmareste :
1.
2.
3.
4.

limitarea fortelor de forfecare din structura de rezistenta a navei;


limitarea momentelor de torsionare din structura de rezistenta a navei;
evitarea canarisirii navei;
evitarea deplasarii marfurilor la bordul navei

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608.Printr-o repartizare cat mai uniforma a marfurilor la bord, in plan


transversal, se urmareste :
1.
2.
3.
4.

limitarea fortelor de forfecare din structura de rezistenta a navei;


limitarea momentelor de torsionare din structura de rezistenta a navei;
evitarea unei asiete neconvenabile
reducerea ruliului navei.

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609.Repartizarea marfurilor la bord pe magazii, loturi de marfa si


porturi de descarcare, este data de :
1.
2.
3.
4.

lista de incarcare;
conosament
ordinul de imbarcare;
cargo-plan.

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610.Standardele constructive pentru mijloacele de salvare a vietii pe


mare sunt date de :
1.
2.
3.
4.

Societatilor de Clasificare
Conventia SOLAS;
Codul LSA;
Codul STCW.

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611.Temperatura standard pentru care este intocmita documentatia de


incarcare de la bordul navelor este:
1.
2.
3.
4.

0 grade C;
+ 5 grade C;
+10 grade C;
+15 grade C.

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612.Tonajul navei reprezinta :


1. volumul total al spatiilor interioare destinate exclusiv incarcarii marfii
2. volumul total al spatiilor interioare exclusiv spatiile destinate cazarii
echipajului
3. volumul total al spatiilor interioare;
4. diferenta dintre tonajul registru brut si tonajul registru net al navei.

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613.Totalitatea cunostintelor de ordin aplicativ si a deprinderilor practice


necesare conducerii navei in siguranta, in orice conditii de vreme,
reprezinta :
1. calitatile nautice ale navei;
2. buna practica marinareasca;

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3. buna stare de navigabilitate;


4. indeplinirea normelor stabilite de conventiile internationale privind
incarcarea si stabilitatea navei

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614.Un metru cub are :


1.
2.
3.
4.

35,3 picioare cubice;


100 picioare cubice;
28,3 picioare cubice;
50 picioare cubice.

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615.Volumul spatiilor inchise de la bordul navei, destinat incarcarii


marfurilor si/sau cazarii pasagerilor, reperezinta :
1.
2.
3.
4.

tonajul navei;
tonajul net;
tonajul brut;
capacitatea de incarcare a navei fara marfa pe punte

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616.Volumul specific al marfii reprezinta :


1. raportul dintre volumul total al magaziilor navei si volumul marfii
incarcate;
2. suma dintre indicele de stivuire si spatiul mort aferent;
3. volumul ocupat de o tona metrica de marfa;
4. volumul ocupat de o tona lunga de marfa.

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617.Volumul specific al navei reprezinta :


1. raportul dintre deadweightul net si volumul magaziilor navei;

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2. volumul net destinat incarcarii marfurilor;


3. raportul dintre volumul magaziilor si deadweightul net al navei;
4. diferenta dintre tonajul registru brut si tonajul registru net al navei.

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618.Volumul total al spatiilor permanent inchse ale navei reprezinta :


1.
2.
3.
4.

tonajul navei;
tonajul registru net;
tonajul registru brut;
capacitatea de incarcare a navei fara marfa pe punte.

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619.Actiunile de interventie in cazul accidentelor care implica marfuri


periculoase sunt cuprinse in fisele de securitate :
1.
2.
3.
4.

in sectiunea 1;
in sectiunea 2;
in sectiunea 3;
in sectiunea 4.

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620.Algoritmul activitatilor recomandate pentru transportul de marfuri


periculoase cuprinde:
1. primirea listei de incarcare cu marfuri periculoase;
2. procurarea documentatiei tehnice necesare;
3. analiza posibilitatilor tehnice si constructive ale navei, in raport cu cerintele
specifice claselor de marfuri periculoase;
4. toate cele trei activitati mentionate.

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621.Algoritmul activitatilor recomandate pentru transportul de marfuri


periculoase cuprinde:

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1. studierea caracteristicilor si a proprietatilor marfurilor periculoase oferite


spre incarcare;
2. intocmirea planului de incarcare;
3. redactarea si inaintarea cererii de echipament, materiale de interventie si
materiale de decontaminare;
4. toate cele trei activitati mentionate.

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622.Algoritmul activitatilor recomandate pentru transportul de marfuri


periculoase cuprinde:
1. stabilirea masurilor necesare pentru incarcarea marfurilor periculoase,
tinand cont de riscurile primordiale si secundare ale acestora;
2. stabilirea componentei echipei de interventie si a ofiterului responsabil cu
operarea marfurilor periculoase;
3. stabilirea rolurilor pentru echipaj;
4. toate cele trei activitati mentionate.

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623.Algoritmul activitatilor recomandate pentru transportul de marfuri


periculoase cuprinde:
1. stabilirea graficului de supraveghere a incarcarii, transportului si
descarcarii marfurilor periculoase;
2. stabilirea restrictiilor de acces si circulatie la bord;
3. stabilirea locului pentru depozitarea echipamentului de interventie si
efectuarea exercitiilor de antrenament;
4. toate cele trei activitati mentionate.

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624.Ambalajele marcate cu litera "X" pot fi utilizate numai pentru


marfurile periculoase avand:
1. grupul de ambalare I;
2. grupul de ambalare II;

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3. grupul de ambalare III;


4. aceste ambalaje pot fi utilizate pentru toate grupurile de ambalare.

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625.Ambalajele marcate cu litera "Y" pot fi utilizate numai pentru


marfurile periculoase avand:
1.
2.
3.
4.

grupurile de ambalare I si II;


grupurile de ambalare II si III;
grupurile de ambalare I si III;
aceste ambalaje pot fi utilizate pentru toate grupurile de ambalare.

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626.Ambalajele marcate cu litera "Z" pot fi utilizate numai pentru


marfurile periculoase avand:
1.
2.
3.
4.

grupul de ambalare I;
grupul de ambalare II;
grupul de ambalare III;
aceste ambalaje pot fi utilizate pentru toate grupurile de ambalare.

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627.Ambalajele materialelor radioactive care trebuie sa reziste conditiilor


normale de transport, dar si in cazul unui accident, sunt :
1.
2.
3.
4.

ambalaje de tip B;
ambalaje de tip A;
ambalaje de tip C;
ambalaje de tip D.

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628.Ambalajele materialelor radioactive care, in conditii normale de


transport impiedica orice pierderi sau dispersare a continutului
radioactiv, manifestandu-si functia de ecran de protectie, sunt :

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1.
2.
3.
4.

ambalaje de tip B;
ambalaje de tip A;
ambalaje de tip C;
ambalaje de tip D.

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629.Ambalajele pentru marfuri periculoase marcate cu litera "X"


corespund:
1.
2.
3.
4.

grupului de ambalare I;
grupului de ambalare II;
grupului de ambalare III;
tuturor grupurilor de ambalare.

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630.Ambalajele pentru marfuri periculoase marcate cu litera "Y"


corespund:
1.
2.
3.
4.

grupului de ambalare I;
grupului de ambalare II;
grupului de ambalare III;
tuturor grupurilor de ambalare.

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631.Ambalajele pentru marfuri periculoase marcate cu litera "Z"


corespund:
1.
2.
3.
4.

grupului de ambalare I;
grupului de ambalare II;
grupului de ambalare III;
tuturor grupurilor de ambalare.

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632.Ambalarea in unitati de transport marfa este reglementata de Codul


IMDG, in :

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1.
2.
3.
4.

Volumul 1, Partea 4;
Volumul 3, Partea 4;
Volumul 2, Partea 3;
Volumul 3, Partea 3.

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633.Cand este necesar accesul rapid la marfurile periculoase, se


recomanda stivuirea:
1.
2.
3.
4.

PE PUNTE;
SUB PUNTE;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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634.Cand marfurile periculoase prezinta un risc substantial de formare a


amestecurilor de gaze explozive sau vapori extrem de toxici sau cand este
posibila corodarea insesizabila a structurii navei, se recomanda stivuirea:
1.
2.
3.
4.

PE PUNTE;
SUB PUNTE;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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635.Cand se solicita supravegherea constanta a marfurilor periculoase, se


recomanda stivuirea:
1.
2.
3.
4.

PE PUNTE;
SUB PUNTE;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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636.Clasa 1 de marfuri periculoase (explozivi) cuprinde :


1.
2.
3.
4.

3 diviziuni;
2 diviziuni;
4 diviziuni;
6 diviziuni.

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637.Clasa 2 de marfuri periculoase (gaze comprimate, lichefiate sau


dizolvate, sub presiune) cuprinde :
1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
5 diviziuni;
clasa 2 nu are diviziuni.

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638.Clasa 3 de marfuri periculoase (lichide inflamabile) cuprinde :


1.
2.
3.
4.

5 diviziuni;
2 diviziuni;
3 diviziuni;
clasa 3 nu are diviziuni.

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639.Clasa 4 de marfuri periculoase (substante solide inflamabile)


cuprinde :
1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
4 diviziuni;
clasa 4 nu are diviziuni.

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640.Clasa 5 de marfuri periculoase (substante oxidante si peroxizi


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organici) cuprinde :
1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
4 diviziuni;
5 diviziuni.

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641.Clasa 6 de marfuri periculoase (substante toxic-otravitoare si


infectioase) cuprinde :
1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
4 diviziuni;
clasa 6 nu are diviziuni.

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n

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642.Clasa 7 de marfuri periculoase (materiale radioactive) cuprinde:


1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
4 diviziuni;
clasa 7 nu are diviziuni.

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643.Clasa 8 de marfuri periculoase (substante corozive) cuprinde :


1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
4 diviziuni;
clasa 8 nu are diviziuni.

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644.Clasa 9 de marfuri periculoase (diverse substante si articole


periculoase) cuprinde :
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1.
2.
3.
4.

2 diviziuni;
3 diviziuni;
5 diviziuni;
clasa 9 nu are diviziuni.

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645.Clasificarea marfurilor periculoase este data de Codul IMDG in :


1.
2.
3.
4.

Volumul 1, Partea 2;
Volumul 2, Partea 3;
Volumul 3, Partea 4;
Volumul 1, Partea 3.

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646.Clasificarea substantelor, amestecurilor si solutiilor care prezinta


riscuri multiple se face dupa:
1.
2.
3.
4.

compusul periculos cu masa cea mai mare;


compusul periculos cu volumul cel mai mare;
riscul primordial, avandu-se in atentie si riscurile subsidiare;
marfurile periculoase care prezinta riscuri multiple nu sunt admise la
transportul pe mare.

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647.Codul combustibililor nucleari radioactivi este cuprins in Codul


IMDG, in :
1.
2.
3.
4.

Volumul 3, Partea 6;
Volumul 2, Partea 3;
Volumul 1, Partea 6;
Volumul 3, Partea 5.

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648.Codul International Maritim al Marfurilor Periculoase este

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structurat si redactat in :
1.
2.
3.
4.

2 volume;
3 volume;
4 volume;
5 volume.

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649.Confectionarea si testarea ambalajelor sunt reglementate de Codul


IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 6;
Volumul 2, Partea 3;
Volumul 3, Partea 3;
Volumul 3, Partea 7.

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650.Controalele organizate de autoritatile competente, la bordul navelor


care transporta marfuri periculoase, au ca obiective :
1. respectarea indicatiilor referitoare la stivuire;
2. existenta materialelor de protectie si interventie conform fiselor de
securitate;
3. planul de interventie si rolul de echipaj;
4. toate cele trei obiective mentionate.

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651.Controalele organizate de autoritatile competente, la bordul navelor


care transporta marfuri periculoase, au ca obiective :
1.
2.
3.
4.

existenta si instruirea echipelor de interventie;


cunoasterea masurilor de prim ajutor medical;
semnalizarea specifica a marfurilor periculoase la bord;
toate cele trei obiective mentionate.

file://D:\TTM-2012%20ANR\ttm2012-2.html

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652.Controalele organizate de autoritatile competente, la bordul navelor


care transporta marfuri periculoase, au ca obiective:
1.
2.
3.
4.

identificarea marfurilor periculoase;


declaratia de marfuri periculoase;
modul de stivuire;
toate cele trei obiective mentionate.

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653.Daca nu fac parte din unitati de transport inchise, marfurile


periculoase din clasa 3.2 (cu punct de aprindere intermediar), ambalate
in canistre, butoaie sau recipiente de plastic, vor fi stivuite :
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
pentru aceste marfuri nu sunt recomandari speciale.

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654.Dupa ce ambalajele destinate marfurilor periculoase sunt supuse


testelor de performanta, spre deplina satisfactie a autoritatii competente,
se elibereaza " Certificatul de buna ambalare" de catre:
1.
2.
3.
4.

firma producatoare de ambalaje;


autoritatea competenta;
incarcator;
firma producatoare de marfuri periculoase.

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655.Echipamentul special necesar in caz de urgenta, precum si


materialele de interventie si decontaminare sunt cuprinse in fisele de
securitate :

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1.
2.
3.
4.

in sectiunea 1;
in sectiunea 2;
in sectiunea 3;
in sectiunea 4.

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656.Etichetele de atentionare pentru existenta unor riscuri subsidiare


(care completeza etichetele patrate de risc primordial) au forma de:
1.
2.
3.
4.

patrat;
dreptunghi;
triunghi;
romb.

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657.Etichetele de atentionare pentru unitatile de transport sub fumigare


au forma de:
1.
2.
3.
4.

patrat;
triunghi;
romb;
dreptunghi.

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658.Etichetele marfurilor periculoase care au regim termic controlat au


forma de:
1.
2.
3.
4.

patrat;
triunghi isoscel;
triunghi echilateral;
romb.

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n
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659.Etichetele patrate care se aplica pe coletele marfurilor periculoase au


dimensiunile:

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1.
2.
3.
4.

minim 100x100 mm;


minim 200x200 mm;
minim 300x 300mm;
minim 400x400 mm.

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660.Etichetele pentru atentionare privind poluantii marini au forma de:


1.
2.
3.
4.

patrat;
triunghi isoscel;
triunghi echilateral;
romb.

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n

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661.Etichetele uzuale care se aplica pe coletele marfurilor periculoase au


forma de:
1.
2.
3.
4.

triunghi;
patrat;
dreptunghi;
romb.

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n

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n
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662.Expedierea marfurilor periculoase este reglementata de Codul


IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 2;
Volumul 1, Partea 5;
Volumul 2, Partea 3;
Volumul 3, Partea 6.

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663.Fiecare colet care contine marfuri periculoase va fi marcat durabil:

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1.
2.
3.
4.

cu formula chimica a marfii continute;


cu denumirea tehnica corecta si numarul ONU;
cu denumirea comerciala si numarul ONU;
marcarea coletelor nu este obligatorie.

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664.Gazele neinflamabile si neotravitoare sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 5, diviziunea 5.2;


clasa 2, diviziunea 2.3;
clasa 3;
clasa 2, diviziunea 2.2.

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665.Gazele inflamabile sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 2, diviziunea 2.1;


clasa 3;
clasa 4, diviziunea 4.1.
clasa 1, diviziunea 1.1.

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666.Gazele otravitoare sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 6, diviziunea 6.2;


clasa 2, diviziunea 2.3;
clasa 4, diviziunea 4.3;
clasa 3.

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667.Gazul inert utilizat la navele transportoare de gaze lichefiate are


punctul de lichefiere cuprins intre :
1. minus 10 grade C si minus 20 grade C;

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2. minus 20 grade C si minus 30 grade C;


3. minus 30 grade C si minus 40 grade C;
4. minus 40 grade C si minus 50 grade C.

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668.Ghidul medical de prim ajutor este cuprins in Codul IMDG, in :


1.
2.
3.
4.

Volumul 3; Partea 2;
Volumul 3, Partea 3;
Volumul 2, Partea 3;
Volumul 1, Partea 3.

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669.In caz de incendiu in care sunt implicate marfuri periculoase din


clasa 5.1 se recomanda utilizarea de :
1.
2.
3.
4.

gaz inert;
abur;
mari cantitati de apa;
pentru aceste marfuri nu sunt recomandari speciale.

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n

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670.In cazul incarcarii marfurilor grele si agabaritice se va tine cont de


1.
2.
3.
4.

capacitatea de incarcare a macaralelor navei


raza de actiune a macaralelor navei
particularitatile danei de incarcare
toate cele 3 situatii

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671.In cazul marfurilor periculoase din clasa 2 se recomanda stivuirea :


1. DEPARTE DE spatiile de locuit;
2. SEPARAT DE spatiile de locuit;

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3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU


MAGAZIE) de spatiile de locuit;
4. pentru aceste marfuri nu sunt recomandari speciale.

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672.In scopul stivuirii marfurilor periculoase din clasa 1, un spatiu de


depozitare "ordinar" corespunde :
1.
2.
3.
4.

tipului de stivaj I;
tipului de stivaj II;
tipului de stivaj III;
tipului de stivaj IV.

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673.In scopul stivuirii marfurilor periculoase din clasa 1, un spatiu de


depozitare de tip "depozit" corespunde :
1.
2.
3.
4.

tipului de stivaj I;
tipului de stivaj II;
tipului de stivaj III;
tipului de stivaj IV.

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674.In scopul stivuirii marfurilor periculoase din clasa 1, un spatiu de


depozitare pentru "articole speciale" corespunde :
1.
2.
3.
4.

tipului de stivaj I;
tipului de stivaj II;
tipului de stivaj III;
tipului de stivaj IV.

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n

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675.In scopul stivuirii marfurilor periculoase din clasa 1, un spatiu de


depozitare pentru "pirotehnice" corespunde :

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1.
2.
3.
4.

tipului de stivaj I;
tipului de stivaj II;
tipului de stivaj III;
tipului de stivaj IV.

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676.Inaltimea maxima de stivuire pentru coletele care contin marfuri


periculoase este de:
1.
2.
3.
4.

1 m;
3 m;
5 m;
inaltimea de stivuire nu este limitata.

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677.La navele de transport marfuri si la navele de transport pasageri in


numar limitat, marfurile periculoase avand categoria de stivuire "A" se
vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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m
n

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n
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n
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n

678.La navele de transport marfuri si la navele de transport pasageri in


numar limitat, marfurile periculoase avand categoria de stivuire "B" se
vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

file://D:\TTM-2012%20ANR\ttm2012-2.html

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679.La navele de transport marfuri si la navele de transport pasageri in


numar limitat, marfurile periculoase avand categoria de stivuire "C" se
vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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m
n
j
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l
m
n

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n
j
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n

680.La navele de transport marfuri si la navele de transport pasageri in


numar limitat, marfurile periculoase avand categoria de stivuire "D" se
vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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m
n
j
k
l
m
n

j
k
l
m
n
j
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n

681.La navele de transport marfuri si la navele de transport pasageri in


numar limitat, marfurile periculoase avand categoria de stivuire "E" se
vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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m
n
j
k
l
m
n

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l
m
n
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682.La navele de transport pasageri in numar nelimitat, marfurile


periculoase avand categoria de stivuire "A" se vor stivui:
1. PE PUNTE SAU SUB PUNTE;
2. NUMAI PE PUNTE;
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3. NUMAI SUB PUNTE;


4. INTERZIS.

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683.La navele de transport pasageri in numar nelimitat, marfurile


periculoase avand categoria de stivuire "B" se vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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l
m
n

j
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m
n
j
k
l
m
n

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684.La navele de transport pasageri in numar nelimitat, marfurile


periculoase avand categoria de stivuire "C" se vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
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n

685.La navele de transport pasageri in numar nelimitat, marfurile


periculoase avand categoria de stivuire "D" se vor stivui:
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
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686.La navele de transport pasageri in numar nelimitat, marfurile


periculoase avand categoria de stivuire "E" se vor stivui:

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1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
INTERZIS.

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n

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687.La stivuirea marfurilor periculoase din clasa 2, PE PUNTE,


recipientele vor fi protejate impotriva :
1.
2.
3.
4.

intemperiilor;
apei de mare;
radiatiei solare;
la stivuirea PE PUNTE a acestor marfuri nu sunt cerinte speciale.

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688.La stivuirea marfurilor periculoase din clasa 2, SUB PUNTE,


recipientele vor fi depozitate in spatii de marfa :
1.
2.
3.
4.

ventilate natural;
ventilate mecanic;
neventilate;
la stivuirea SUB PUNTE a acestor marfuri nu sunt cerinte speciale.

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689.La stivuirea marfurilor periculoase incompatibile care au cerinta de


segregare SEPARAT PRINTR-UN COMPARTIMENT COMPLET
(SAU MAGAZIE), in cazul stivuirii PE PUNTE, separarea se face
alegandu-se o distanta :
1.
2.
3.
4.

de 1 m;
de 3 m;
de 5 m;
corespunzatoare.

file://D:\TTM-2012%20ANR\ttm2012-2.html

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690.La stivuirea marfurilor periculoase incompatibile care au cerinta de


separare DEPARTE DE se asigura o separare orizontala intre colete de
minim :
1.
2.
3.
4.

1m;
3 m;
5 m;
7 m;

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691.La stivuirea marfurilor periculoase incompatibile care au cerinte de


segregare SEPARAT DE , in cazul stivuirii PE PUNTE, se asigura o
separare orizontala intre colete de minim :
1.
2.
3.
4.

7 m;
5 m;
3 m;
1 m.

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692.La stivuirea marfurilor periculoase incompatibile SUB PUNTE,


atunci cand separarea verticala nu satisface cerintele securitatii
transportului, se aplica cerinta de separare :
1. SEPARAT DE;
2. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE);
3. SEPARAT LONGITUDINAL PRINTR-UN COMPARTIMENT
COMPLET DE INTERVENTIE (SAU MAGAZIE);
4. Codul IMDG nu prevede o astfel de separare.

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693.La stivuirea PE PUNTE a containerelor deschise, care contin marfuri


periculoase incompatibile, avand cerinta de segregare SEPARAT DE,
separarea longitudinala se face :

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1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un container neutru sau un perete rezistent la foc si apa;
printr-un spatiu interzis stivuirii;
Codul IMDG nu prevede o astfel de separare.

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694.La stivuirea PE PUNTE a containerelor deschise, care contin marfuri


periculoase incompatibile, avand cerinta de segregare SEPARAT DE,
separarea transversala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu echivalent cu 2 containere;
printr-un spatiu echivalent cu un container;
printr-un spatiu interzis stivuirii.

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695.La stivuirea PE PUNTE a containerelor inchise si deschise, care


contin marfuri periculoase incompatibile, avand cerinta de segregare
SEPARAT LONGITUDINAL PRINTR-UN COMPARTIMENT
COMPLET DE INTERVENTIE (SAU MAGAZIE), separarea
longitudinala se face printr-o distanta de :
1.
2.
3.
4.

12 m;
24 m;
36 m;
48 m.

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696.La stivuirea PE PUNTE a containerelor inchise si deschise, care


contin marfuri periculoase incompatibile, avand cerinta de segregare
SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE), separarea longitudinala se face:

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Page 196 of 403

1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu echivalent cu un container;
printr-un spatiu echivalent cu 2 containere;
printr-un spatiu echivalent cu 3 containere.

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697.La stivuirea PE PUNTE a containerelor inchise si deschise, care


contin marfuri periculoase incompatibile, avand cerinta de segregare
SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE), separarea transversala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu echivalent cu un container;
printr-un spatiu echivalent cu 2 containere;
printr-un spatiu echivalent cu 3 containere.

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698.La stivuirea PE PUNTE SAU SUB PUNTE a containerelor deschise


care contin marfuri periculoase incompatibile, avand cerinta de separare
DEPARTE DE, separarea longitudinala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un container neutru sau un perete rezistent la foc si apa;
printr-un spatiu interzis stivuirii;
Codul IMDG nu prevede o astfel de separare.

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699.La stivuirea PE PUNTE SAU SUB PUNTE a containerelor deschise,


care contin marfuri periculoase incompatibile, avand cerinta de separare
DEPARTE DE, separarea transversala se face :
1. printr-o distanta de minim 3 m;
2. printr-un container neutru;
3. prin doua containere neutre;

file://D:\TTM-2012%20ANR\ttm2012-2.html

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4. Codul IMDG nu prevede o astfel de separare.

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700.La stivuirea PE PUNTE SAU SUB PUNTE a containerelor inchise,


care contin marfuri periculoase incompatibile, avand cerinta de
segregare SEPARAT DE, separarea longitudinala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu interzis stivuirii;
printr-un container neutru sau un perete rezistent la foc si apa;
Codul IMDG nu prevede o astfel de separare.

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701.La stivuirea PE PUNTE SAU SUB PUNTE a containerelor inchise,


care contin marfuri periculoase incompatibile, avand cerinta de
segregare SEPARAT DE, separarea transversala se face :
1.
2.
3.
4.

printr-un spatiu echivalent cu 2 containere;


printr-o distanta de minim 3 m;
printr-un spatiu interzis stivuirii;
printr-un spatiu echivalent cu un container.

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702.La stivuirea SUB PUNTE a containerelor deschise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
DE, separarea longitudinala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu interzis stivuirii;
printr-un spatiu echivalent cu 2 containere;
printr-un perete rezistent la foc si apa.

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703.La stivuirea SUB PUNTE a containerelor deschise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT

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Page 198 of 403

DE, separarea transversala se face:


1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu interzis stivuirii;
printr-un perete rezistent la foc si apa;
printr-un spatiu echivalent cu 2 containere.

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704.La stivuirea SUB PUNTE a containerelor deschise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
LONGITUDINAL PRINTR-UN COMPARTIMENT COMPLET DE
INTERVENTIE (SAU MAGAZIE), separarea orizontala se face :
1.
2.
3.
4.

printr-un perete rezistent la foc si apa;


prin 2 pereti rezistenti la foc si apa;
prin 3 pereti rezistenti la foc si apa;
Codul IMDG nu prevede o astfel de separare.

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705.La stivuirea SUB PUNTE a containerelor deschise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
PRINTR-UN COMPARTIMENT COMPLET (SAU MAGAZIE),
separarea orizontala se face :
1.
2.
3.
4.

printr-un perete rezistent la foc si apa;


prin 2 pereti rezistenti la foc si apa;
prin 3 pereti rezistenti la foc si apa;
printr-un spatiu echivalent cu 2 containere.

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706.La stivuirea SUB PUNTE a containerelor inchise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
LONGITUDINAL PRINTR-UN COMPARTIMENT COMPLET DE
INTERVENTIE (SAU MAGAZIE), separarea orizontala se poate face :

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Page 199 of 403

1.
2.
3.
4.

printr-un perete rezistent la foc si apa;


printr-un spatiu echivalent cu 2 containere;
prin 2 pereti rezistenti la foc si apa;
prin 3 pereti rezistenti la foc si apa.

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707.La stivuirea SUB PUNTE a containerelor inchise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
LONGITUDINAL PRINTR-UN COMPARTIMENT COMPLET DE
INTERVENTIE (SAU MAGAZIE), separarea orizontala se poate face :
1.
2.
3.
4.

printr-un perete rezistent la foc si apa;


prin doi pereti rezistenti la foc si apa;
printr-un spatiu echivalent cu 2 containere;
printr-un perete rezistent la foc si apa si o distanta de 24 m (distanta de
perete fiind de minim 6,1 m).

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708.La stivuirea SUB PUNTE a containerelor inchise, care contin


marfuri periculoase incompatibile, avand cerinta de segregare SEPARAT
PRINTR-UN COMPARTIMENT COMPLET (SAU MAGAZIE),
separarea orizontala se face :
1.
2.
3.
4.

printr-o distanta de minim 3 m;


printr-un spatiu echivalent cu un container;
printr-un perete rezistent la foc si apa;
prin 2 pereti rezistenti la foc si apa.

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709.Lichide inflamabile cu punct de aprindere peste 61 grade Celsius fac


parte din:
1. clasa 2;

file://D:\TTM-2012%20ANR\ttm2012-2.html

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2. clasa 3;
3. clasa 4;
4. aceste lichide nu sunt considerate marfuri periculoase.

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710.Lichidele inflamabile cu punct de aprindere cuprins intre +23 grade


Celsius si +61 grade Celsius (inclusiv) fac parte din:
1.
2.
3.
4.

clasa 4;
clasa 5;
clasa 3;
aceste lichide nu sunt considerate marfuri periculoase.

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711.Lichidele inflamabile cu punctul de aprindere intre -18 grade Celsius


si +23 grade Celsius (exclusiv) fac parte din:
1.
2.
3.
4.

clasa 4;
clasa 3;
clasa 5;
aceste lichide nu sunt considerate marfuri periculoase.

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712.Lichidele inflamabile cu punctul de aprindere sub -18 grade Celsius


fac parte din:
1.
2.
3.
4.

clasa 3;
clasa 4;
clasa 5;
aceste lichide nu sunt considerate marfuri periculoase.

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713.Lista marfurilor periculoase si exceptiile privind cantitatile limitate


sunt date de Codul IMDG, in :

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Page 201 of 403

1.
2.
3.
4.

Volumul 1, Partea 1;
Volumul 2, Partea 3;
Volumul 3, Patrea 2;
Volumul 1, Partea 4.

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714.Marcajul coletelor care contin marfuri periculoase trebuie sa poata fi


identificat si dupa ce coletele au stat in apa de mare timp de cel putin:
1.
2.
3.
4.

o luna;
doua luni;
trei luni;
1 an.

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715.Marfuri care prin natura lor pot afecta mediul inconjurator sunt
considerate :
1.
2.
3.
4.

marfuri periculoase;
marfuri interzise transportului maritim;
marfuri cu regim special;
marfuri de masa.

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716.Marfuri periculoase din clasa 6.1 se stivuiesc :


1.
2.
3.
4.

DEPARTE DE spatiile de locuit;


DEPARTE DE surse de caldura;
DEPARTE DE produse alimentare;
DEPARTE DE spatiile de locuit, de surse de caldura si de marfuri
alimentare.

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717.Marfurile care prin natura lor pot afecta sanatatea echipajului sunt
considerate :

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1.
2.
3.
4.

marfuri de masa;
marfuri cu regim special;
marfuri interzise transportului maritim;
marfuri periculoase.

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718.Marfurile care prin natura lor pot avaria alte marfuri stivuite la
bord sunt considerate :
1.
2.
3.
4.

marfuri interzise transportului maritim;


marfuri cu regim special;
marfuri periculoase;
marfuri de masa.

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719.Marfurile care prin natura lor pot avaria nava insasi sunt
considerate :
1.
2.
3.
4.

marfuri periculoase;
marfuri interzise transportului maritim;
marfuri cu regim special;
marfuri de masa.

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720.Marfurile care prin natura lor pot pune in pericol viata echipajului
sunt considerate :
1.
2.
3.
4.

marfuri stric interzise transportului maritim;


marfuri periculoase;
marfuri cu regim special;
marfuri de masa.

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721.Marfurile periculoase care degaja vapori cu efect narcotic si gazele

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inflamabile din clasa 2 se recomanda a fi stivuite:


1.
2.
3.
4.

DEPARTE DE spatiile de locuit;


DEPARTE DE compartimentul masini;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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722.Marfurile periculoase din clasa 2.3. (gaze otravitoare) vor fi stivuite:


1.
2.
3.
4.

DEPARTE DE marfurile alimentare;


SEPARAT DE marfurile alimentare;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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723.Marfurile periculoase din clasa 3, care sunt daunatoare mediului


marin, vor fi stivuite, de preferinta :
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
pentru aceste marfuri nu sunt recomandari speciale.

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724.Marfurile periculoase din clasa 4, care sunt ambalate in cutii de


carton, vor fi stivuite :
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI PE PUNTE;
NUMAI SUB PUNTE;
pentru aceste marfuri nu sunt recomandari speciale.

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725.Marfurile periculoase din clasa 4.1 vor fi stivuite :


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1. DEPARTE DE surse de caldura;


2. SEPARAT DE surse de caldura;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de surse de caldura;
4. pentru aceste marfuri nu sunt recomandari speciale.

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726.Marfurile periculoase din clasa 4.2 vor fi stivuite :


1. DEPARTE DE spatiile de locuit;
2. SEPARAT DE spatiile de locuit;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de spatiile de locuit;
4. pentru aceste marfuri nu sunt recomandari speciale.

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727.For any given product name, name three things that you can find
about it in the IMDG Code which lists substances Class 1 - 9
1.
2.
3.
4.

Label of Class
IMO number
Chemical formula
Packing, stowage and segregation

c
d
e
f
g
c
d
e
f
g

c
d
e
f
g
c
d
e
f
g

728.For any given product name, name three things that you can find
about it in the IMDG Code which lists substances Class 1 - 9
1.
2.
3.
4.

Explosive limits.
Packing instructions
Commercial name
MFAG Number

file://D:\TTM-2012%20ANR\ttm2012-2.html

c
d
e
f
g
c
d
e
f
g

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e
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g

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729.For any given product name, name three things that you can find
about it in the IMDG Code which lists substances Class 1 - 9
1.
2.
3.
4.

Commercial name
Label of Class
IMO Number
Stowage

c
d
e
f
g
c
d
e
f
g
c
d
e
f
g

c
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e
f
g

730.What is a substance's flashpoint?


1. It is the lowest temperature at which the substance gives off sufficient
vapours, such that when a lighted taper is applied near the surface, a flash
across the surface of the substance will occur.
2. It is the highest temperature at which the substance gives off sufficient
vapours, such that when a lighted taper is applied near the surface, a flash
across the surface of the substance will occur.
3. It is the average temperature at which the substance gives off sufficient
vapours, such that when a lighted taper is applied near the surface, a flash
across the surface of the substance will occur.
4. It is the lowest temperature at which the substance gives off sufficient
vapours, such that when any artificial light is applied near the surface, a
flash across the surface of the substance will occur.

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731.Which of below can be considered segregation methods?


1. Separated from - separate compartment / on deck 6 metres apart.
2. Separated by a complete hold or compartment / on deck 12 metres
horizontal separation.
3. Separated longitudinally by an intervening hold - 24 metres separation if on
deck.
4. Away from - 3 metres horisontal separation.

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732.If a substance is described as 'volatile', what does this tell you?

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1.
2.
3.
4.

It has a volatility value in excess of 50:100


It has a flashpoint below 55 celsius degrees
It has a flashpoint below 60 celsius degrees
It has a flashpoint above 55 celsius degrees

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733.What is "spontaneous combustion"?


1. Spontaneous combustion is a type of combustion which occurs with an
external ignition source.
2. A heat producing chemical reaction within the material itself without any
exposure to an external source of ignition.
3. Is the alleged burning of a person's body without a readily apparent,
identifiable external source of ignition. The combustion may result in
simple burns and blisters to the skin, smoking, or a complete incineration
of the body.
4. A heat producing chemical reaction within the material itself with a minor
exposure to an external source of ignition.

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734.What is MFAG?
1.
2.
3.
4.

Medical First Aid Guide, a supplement booklet to the IMDG Code


Mobile First Aid Guide, a mobile device required by IMDG Code
Maritime First Aid Guide, a supplement booklet to the IMDG Code
Medical First Aid Guide, a supplement booklet to the ISM Code

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735.What general precautions should you observe when loading


dangerous goods?
1. Stow carefully any damaged or leaking packages.
2. Packages should be stowed in a protective location.
3. Post signs and enforce No Smoking

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4. Combustible material to be kept away from ignition sources.

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736.What general precautions should you observe when loading


dangerous goods?
1.
2.
3.
4.

Reject any damaged or leaking packages.


Packages should be stowed in an open location.
Post signs and enforce No Smoking
Combustible material to be kept away from ignition sources.

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737.What general precautions should you observe when loading


dangerous goods?
1.
2.
3.
4.

Reject any damaged or leaking packages.


Packages should be stowed in a protective location.
Post signs and arrange special smoking areas
Combustible material to be kept away from ignition sources.

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738.Select which of below can be considered types of 'dangerous goods'


1.
2.
3.
4.

Flammable liquids
Oxidising substances
Reactive substances
Flammable solids

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739.Select which of below can be considered types of 'dangerous goods'


1. Non Flammable liquids
2. Miscellaneous dangerous substances
3. Poisonous or infectious substances

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4. Corrosives

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740.Marfurile periculoase din clasa 5.1 se stivuiesc :


1. DEPARTE DE spatiile de locuit;
2. SEPARAT DE spatiile de locuit;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de spatiile de locuit;
4. pentru aceste marfuri nu sunt recomandari speciale.

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741.Marfurile periculoase din clasa 5.2 se transporta :


1.
2.
3.
4.

la temperaturi scazute;
la temperaturi normale;
la temperaturi ridicate;
sub temperatura controlata..

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742.Marfurile periculoase din clasa 5.2 se vor stivui :


1. DEPARTE DE surse de caldura;
2. SEPARAT DE surse de caldura;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de surse de caldura;
4. pentru aceste marfuri nu sunt recomandari speciale.

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743.Marfurile periculoase din clasa 6.1 (substante toxice) vor fi stivuite:


1. DEPARTE DE marfurile alimentare;
2. SEPARAT DE marfurile alimentare;
3. NUMAI PE PUNTE;

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4. NUMAI SUB PUNTE.

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744.Marfurile periculoase din clasa 6.1. (substante toxice) avand grupele


de ambalare I si II vor fi stivuite:
1.
2.
3.
4.

DEPARTE DE marfurile alimentare;


SEPARAT DE marfurile alimentare;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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745.Marfurile periculoase din clasa 6.2 (substante infectioase) vor fi


stivuite:
1. DEPARTE DE marfurile alimentare;
2. SEPARAT DE marfurile alimentare;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de marfurile alimentare;
4. NUMAI SUB PUNTE.

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746.Marfurile periculoase din clasa 6.2 se vor stivui :


1. DEPARTE DE marfuri alimentare, spatii de locuit si cai de acces;
2. SEPARAT DE marfuri alimentare, spatii de locuit si cai de acces;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de marfuri alimentare, spatii de locuit si cai de acces;
4. pentru aceste marfuri nu sunt recomandari speciale.

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747.Marfurile periculoase din clasa 6.2. (substante infectioase) se


recomanda a fi stivuite:

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1. DEPARTE DE spatiile de locuit;


2. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE)de spatiile de locuit;
3. NUMAI PE PUNTE;
4. NUMAI SUB PUNTE.

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748.Marfurile periculoase din clasa 8 (materiale si articole corozive) vor


fi stivuite:
1.
2.
3.
4.

DEPARTE DE marfurile alimentare;


SEPARAT DE marfurile alimentare;
NUMAI PE PUNTE;
NUMAI SUB PUNTE.

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749.Marfurile periculoase din clasa 8 se recomanda a fi stivuite :


1. DEPARTE DE spatiile de locuit;
2. SEPARAT DE spatiile de locuit;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de spatiile de locuit;
4. pentru aceste marfuri nu sunt recomandari speciale.

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n

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750.Marfurile periculoase din clasa 8, ambalate in materiale plastice, fara


protectie exterioara, vor fi mentinute la :
1.
2.
3.
4.

temperaturi ridicate;
temperaturi normale;
temperaturi scazute;
pentru aceste marfuri nu sunt recomandari speciale.

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751.Marfurile solide in vrac se incarca si transporta la bordul navelor

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conform
1.
2.
3.
4.

International Maritime Solid Bulk Cargoes Code (IMSBC Code)


Bulk Cargoes Code (BC Code)
International Bulk Cargoes Code (IBC Code)
toate cele 3 situatii

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752.Marfurilor periculoase cu grad de risc major le corespunde:


1.
2.
3.
4.

grupul de ambalare I;
grupul de ambalare II;
grupul de ambalare III;
aceste marfuri nu comporta grup de ambalare.

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753.Marfurilor periculoase cu grad de risc mediu le corespunde:


1.
2.
3.
4.

grupul de ambalare I;
grupul de ambalare II;
grupul de ambalare III;
aceste marfuri nu comporta grup de ambalare.

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754.Marfurilor periculoase cu grad de risc minor le corespunde:


1.
2.
3.
4.

grupul de ambalare I;
grupul de ambalare II;
grupul de ambalare III;
aceste marfuri nu comporta grup de ambalare.

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755.Numarul fisei de securitate si grupele de materii sunt cuprinse in


fisele de securitate :

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1.
2.
3.
4.

in sectiunea 1;
in sectiunea 2;
in sectiunea 3;
fisele de securitate nu cuprind aceste elemente.

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756.O separate eficienta, astfel incat marfurile periculoase incompatibile


sa nu poata interactiona periculos in cazul unui accident (dar sa poata fi
transportate in acelasi compartiment sau pe punte) corespunde cerintei
de separare :
1. DEPARTE DE;
2. SEPARAT DE;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE);
4. Codul IMDG nu prevede o astfel de separare.

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757.O solutie (sau un amestec) este considerata poluant marin daca


contine poluant (sau poluanti) marin in proportie de peste:
1.
2.
3.
4.

10%;
15%;
20%;
25%.

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758.O solutie (sau un amestec) este considerata poluant marin daca


contine poluant (sau poluanti) marin sever in proportie de peste:
1. 7%;
2. 5%;
3. 3%;

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4. 1%.

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759.O substanta (sau un amestec de substante) realizata cu scopul de a


produce efect prin incalzire, lumina, sunet, gaz sau fum (sau o combinatie
a acestora), ca rezultat al propriilor reactii chimice exotermice (fara
detonatie) este definita ca:
1.
2.
3.
4.

substanta exploziva;
substanta pirotehnica;
articol exploziv;
articol pirotehnic.

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760.O substanta solida sau lichida (sau un amestec) capabila de reactie


chimica care sa emane gaze la asemenea temperatura, presiune si viteza
incat sa produca distrugeri in imprejurimi este definita ca:
1.
2.
3.
4.

substanta exploziva;
substanta pirotehnica;
articol exploziv;
articol pirotehnic.

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761.Pe timpul transportului, marfurile periculoase din clasa 3 vor fi


mentinute :
1.
2.
3.
4.

la temperaturi joase;
la temperaturi normale;
la temperaturi ridicate;
pentru aceste marfuri nu sunt recomandari speciale.

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762.Pentru transportul in siguranta al marfurilor periculoase din clasa 1


(explozivi), spatiile de depozitare au fost impartite in :

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1.
2.
3.
4.

2 tipuri de stivaj;
3 tipuri de stivaj;
4 tipuri de stivaj;
5 tipuri de stivaj.

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763.Peroxizii organici sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 6, diviziunea 6.2;


clasa 5, diviziunea 5.2;
clasa 4, diviziunea 4.2;
clasa 3, diviziunea 3.2.

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764.Prevederile referitoare la transportul marfurilor periculoase sunt


cuprinse in Codul IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 1;
Volumul 2, Partea 3;
Volumul 1, Partea 7;
Volumul 3, Patrea 7.

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765.Prevederile referitoare la utilizarea tancurilor si cisternelor pentru


marfuri periculoase sunt cuprinse in Codul IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 1;
Volumul 2, Partea 3;
Volumul 1, Partea 4;
Volumul 3, Patrea 5.

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766.Prin coloritul si grafica specifica, etichetele care se aplica pe coletele


marfurilor periculoase retin atentia asupra:

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1.
2.
3.
4.

riscului prezentat de marfuri;


cantitatii compusului care da riscul primordial;
portului de descarcare;
etichetarea cotelor nu este obligatorie.

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767.Procedurile de raportare a evenimentelor in care sunt implicate


marfuri periculoase, sunt date de Codul IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 3;
Volumul 2, Partea 3;
Volumul 3, Partea 3;
Volumul 1, Partea 4.

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768.Procedurile de siguranta in cazul accidentelor care implica marfuri


periculoase sunt cuprinse in fisele de securitate :
1.
2.
3.
4.

in sectiunea 1;
in sectiunea 2;
in sectiunea 3;
in sectiunea 4.

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769.Reglementarile privind siguranta manipularii si transportului pe


mare al marfurilor periculoase sunt cuprinse in :
1.
2.
3.
4.

Conventia SOLAS;
Codul IMDG;
Codul LSA;
Conventia STCW..

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770.Separarea completa (orizontala si verticala) a marfurilor periculoase

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incompatibile, printr-un compartiment, la stivuirea SUB PUNTE,


corespunde cerintei de separare :
1. SEPARAT DE;
2. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE);
3. SEPARAT LONGITUDINAL PRINTR-UN COMPARTIMENT
COMPLET DE INTERVENTIE (SAU MAGAZIE);
4. Codul IMDG nu prevede o astfel de separare.

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771.Separarea containerelor care contin marfuri periculoase


incompatibile, printr-o punte rezistenta la foc si apa, fara a fi amplasate
pe aceeasi vericala, corespunde cerintei de segregare :
1. DEPARTE DE;
2. SEPARAT DE;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE);
4. Codul IMDG nu prevede o astfel de separare.

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772.Separarea marfurilor periculoase prin dispunerea coletelor in


compartimente diferite, la stivuirea SUB PUNTE, corespunde cerintei de
separare :
1. DEPARTE DE;
2. SEPARAT DE;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE);
4. Codul IMDG nu prevede o astfel de separare.

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773.Stivuirea PE PUNTE SAU SUB PUNTE a containerelor inchise, care


contin marfuri periculoase incompatibile, avand cerinta de separare

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DEPARTE DE, se poate face fara restrictie :


1.
2.
3.
4.

in plan longitudinal si transversal;


in plan transversal;
in plan longitudinal;
Codul IMDG nu prevede o astfel de separare.

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774.Stivuirea substantelor apartinand clasei 1 de marfuri periculoase se


va face :
1. DEPARTE DE surse de caldura;
2. SEPARAT DE surse de caldura;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE )de surse de caldura;
4. fara restrictii.

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775.Substantele sau articolele care prezinta un risc nesemnficativ sunt


marfuri periculoase din:
1.
2.
3.
4.

clasa 1, diviziunea 1.1;


clasa 1, diviziunea 1.2;
clasa 1, diviziunea 1.3;
clasa 1, diviziunea 1.4.

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776.Substantele (agentii) oxidante sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 2, diviziunea 2.1;


clasa 3, diviziunea 3.1;
clasa 4, diviziunea 4.1;
clasa 5, diviziunea 5.1.

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777.Substantele apartinand clasei 1 de marfuri periculoase trebuie


mentinute la bord :
1.
2.
3.
4.

la temperaturi ridicate;
la temperaturi normale;
la temperaturi scazute;
pentru aceste substante nu sunt restrictii privind regimul de temperatura.

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778.Substantele autoreactive (care se autoaprind) sunt marfuri


periculaose din:
1.
2.
3.
4.

clasa 1, diviziunea 1.3;


clasa 4, diviziunea 4.1;
clasa 4, diviziunea 4.2;
aceste substante nu sunt considerate marfuri periculoase.

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779.Substantele capabile sa cauzeze moartea sau afectiuni grave ale


sanatatii oamenilor (daca sunt inghitite, inhalate sau ajung in contact cu
pielea) sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 2, diviziunea 2.1;


clasa 6, diviziunea 6.1;
clasa 6, diviziunea 6.2;
aceste marfuri nu sunt considerate marfuri periculoase.

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780.Substantele care contin microorganisme rezistente (incluzand


bacterii, virusuri, paraziti, ciuperci sau un hibrid combinat) si care sunt
cunoscute sau rezonabil crezute a cauza imbolnaviri grave ale oamenilor
si animalelor sunt marfuri periculoase din:
1. clasa 2, diviziunea 2.2;
2. clasa 6, diviziunea 6.1;
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3. clasa 6, diviziunea 6.2;


4. aceste substante nu sunt considerate marfuri periculoase.

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781.Substantele care in contact cu apa emit gaze inflamabile sunt marfuri


periculoase din:
1.
2.
3.
4.

clasa 3, diviziunea 3.3;


clasa 4, diviziunea 4.3;
clasa 5, diviziunea 5.2;
clasa 6, diviziunea 6.2.

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782.Substantele care, desi nu sunt neaparat combustibile, pot produce


oxigen, marind riscul si intensitatea incendiului la alte marfuri, sunt
considerate marfuri periculoase din:
1.
2.
3.
4.

clasa 5, diviziunea 5.1;


clasa 5, diviziunea 5.2;
clasa 1, diviziunea 1.2;
aceste substante nu sunt considerate marfuri periculoase.

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783.Substantele corozive sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 9;
clasa 8;
clasa 7;
clasa 6.

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784.Substantele infectioase sunt marfuri periculoase din:


1. clasa 6, diviziunea 6.2;

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2. clasa 5, diviziunea 5.2;


3. clasa 4, diviziunea 4.2;
4. clasa 3, diviziunea 3.2.

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785.Substantele instabile termic care pot suferi descompunere


autoaccelerata externa sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 1, diviziunea 1.3;


clasa 4, diviziunea 4.3;
clasa 5, diviziunea 5.2;
aceste substante nu sunt considerate marfuri periculoase.

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786.Substantele lichide care necesita a fi transportate la o temperatura de


peste 100 grade Celsius sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 3;
clasa 8;
clasa 9;
aceste substanter nu sunt considerate marfuri periculoase.

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787.Substantele lichide inflamabile cu punct de aprindere intermediar


sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 3;
clasa 5, diviziunea 5.2;
clasa 4, diviziunea 4.1;
clasa 2, diviziunea 2.3.

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788.Substantele lichide inflamabile cu punct de aprindere ridicat sunt


marfuri periculoase din:

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1.
2.
3.
4.

clasa 1, 1.3;
clasa 3;
clasa 5, diviziunea 5.1;
clasa 6, diviziunea 6.2.

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789.Substantele lichide inflamabile cu punct de aprindere scazut sunt


marfuri periculoase din:
1.
2.
3.
4.

clasa 5, diviziunea 5.2;


clasa 2, diviziunea 2.1;
clasa 3;
clasa 2, diviziunea 2.1.

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790.Substantele lichide sau solide care, prin interactiunea cu apa sunt


predispuse sa devina inflamabile spontan, sau sa emita gaze inflamabile
in cantitati periculoase sunt considerate marfuri periculoase din:
1.
2.
3.
4.

clasa 3;
clasa 4, diviziunea 4.2;
clasa 4, diviziunea 4.3;
aceste substante nu sunt considerate marfuri periculoase.

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791.Substantele lichide sau solide, susceptibile de incingere spontana (in


conditii normale de transport) sau de incalzire la contactul cu aerul,
ducand la autoaprindere, sunt marfuri periculoase din :
1.
2.
3.
4.

clasa 3;
clasa 4, diviziunea 4.1;
clasa 4, diviziunea 4.2;
aceste substante nu sunt considerate marfuri periculoase.

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792.Substantele sau articolele care nu sunt incluse in alte clase de marfuri


periculoase, dar dovedesc un risc evident, sunt cuprinse in:
1.
2.
3.
4.

clasa 6;
clasa 7;
clasa 8;
clasa 9.

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793.Substantele sau articolele care prezinta fie risc de incendiu de suflu


minor, fie risc de expulzare sau ambele riscuri, fara risc de explozie in
masa, sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 1, diviziunea 1.1;


clasa 1, diviziunea 1.3;
clasa 1, diviziunea 1.5;
clasa 3.

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794.Substantele sau articolele care prezinta riscul de explozie in masa


sunt marfuri periculoase din :
1.
2.
3.
4.

clasa 1, diviziunea 1.1;


clasa1, diviziunea 1.2;
clasa 1, diviziunea 1.3;
clasa 4, diviziunea 4.1.

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795.Substantele sau articolele care prezinta riscul de expulzare, fara risc


de explozie in masa, sunt marfuri periculoase din :
1. clasa 4, diviziunea 4.3;
2. clasa 1, diviziunea 1.1;

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3. clasa 1, diviziunea 1.2;


4. clasa 1; diviziunea 1.5.

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796.Substantele sau articolele extrem de insensibile, fara risc de explozie


in masa, sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 1, diviziunea 1.6;


clasa 1, diviziunea 1.5;
clasa 1, diviziunea 1.4;
clasa 1, diviziunea 1.3.

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797.Substantele sau articolele foarte insensibile, cu risc de explozie in


masa, sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 3.
clasa 4, diviziunea 4.3;
clasa 1, diviziunea 1.5;
clasa 1, diviziunea 1.6.

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798.Substantele solide care necesita a fi transportate la o temperatura de


peste 240 grade Celsius sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 4;
clasa 9;
clasa 5;
aceste substanter nu sunt considerate marfuri periculoase.

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799.Substantele solide care pot fi aprinse din surse externe (scantei,


flame) sau sunt susceptibile de aprindere prin frecare sunt marfuri
periculoase din:

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1.
2.
3.
4.

clasa 1, diviziunea 1.3;


clasa 4, diviziunea 4.1;
clasa 4, diviziunea 4.2;
aceste substante nu sunt considerate marfuri periculoase.

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800.Substantele solide sau lichide care au (in starea lor originara)


proprietatea comuna de a determina distrugerea tesuturilor organice
sunt marfuri periculoase din:
1.
2.
3.
4.

clasa 4;
clasa 8;
clasa 7;
aceste substante nu sunt considerate marfuri periculoase.

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801.Substantele solide susceptibile de aprindere spontana sunt marfuri


periculoase din:
1.
2.
3.
4.

clasa 2, diviziunea 2.2;


clasa 3, diviziunea 3.2;
clasa 4, diviziunea 4.2;
clasa 5, diviziunea 5.2.

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802.Substantele solide usor combustibile, substantele care pot cauza focul


prin frictiune, substantele care se aprind si explozivii desensibilizati sunt
marfuri periculoase din:
1.
2.
3.
4.

clasa 4, diviziunea 4.1;


clasa 3, diviziunea 3.1;
clasa 2, diviziunea 2.1;
clasa 1, diviziunea 1.1.

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803.Substantele toxice (otravitoare) sunt marfuri periculoase din:


1.
2.
3.
4.

clasa 5, diviziunea 5.2;


clasa 6, diviziunea 6.2;
clasa 6, diviziunea 6.1;
clasa 4, diviziunea 4.1.

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804.Toate substantele explozive din clasa 1 de marfuri periculoase au fost


impartie in :
1.
2.
3.
4.

9 grupe de compatibilitate;
11 grupe de compatibilitate;
13 grupe de compatibilitate;
15 grupe de compatibilitate.

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805.Un articol care contine una sau mai multe substante explozive este
definit ca:
1.
2.
3.
4.

substanta exploziva;
substanta pirotehnica;
articol exploziv;
articol pirotehnic.

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806.Utilizarea in siguranta a pesticidelor este reglementata de Codul


IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 5;
Volumul 2, Partea 3;
Volumul 3, Partea 5;
Volumul 3, Partea 3.

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807.Volumul 1 al Codului IMDG cuprinde :


1.
2.
3.
4.

2 parti;
4 parti;
6 parti;
8 parti.

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808.Volumul 2 al Codului IMDG cuprinde :


1.
2.
3.
4.

1 parte;
3 parti;
5 parti;
7 parti.

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809.Volumul 3 al Codului IMDG (supliment) cuprinde :


1.
2.
3.
4.

1 parte;
3 parti;
5 parti;
7 parti.

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810. Containerele inchise care contin marfuri periculoase incompatibile,


in cazul cerintei de separare DEPARTE DE, pot fi stivuite pe aceeasi
verticala daca :
1.
2.
3.
4.

sunt separate vertical de o distanta de minim 3 m;


sunt separate de o punte rezistenta la foc si apa;
intre ele exista un spatiu interzis stivuirii;
Codul IMDG nu prevede o astfel de separare.

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811.Amarajul vehiculelor la bordul navei ro-ro se face functie de


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1.
2.
3.
4.

greutatea vehiculului
numarul locurilor de care poate fi fixat materialul de amaraj
conditiile meteo pentru voiajul ce urmeaza
toate cele 3 situatii

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812.Capacitatea de incarcare a navelor containiere se exprima in :


1.
2.
3.
4.

TDW;
TRB;
TRN;
TEU.

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813.Codul IMO pentru transportul gazelor defineste gazele lichefiate cu


1. presiunea vaporilor mai mare de 2.8 bari si temperatura de 37.8 grade
Celsius
2. presiunea vaporilor mai mica de 2.8 bari si temperatura de 37.8 grade
Celsius
3. presiunea vaporilor de 2.8 bari si temperatura de 37.8 grade Celsius
4. presiunea vaporilor de 2.8 bari si temperatura mai mica de 37.8 grade
Celsius

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814.Congelarea este un procedeu de conservare a produselor perisabile in


care :
1.
2.
3.
4.

efectul bacteriostatic este partial;


apa continuta isi pastreaza starea de agregare;
apa continuta isi schimba starea de agregare;
conservarea este de scurta durata.

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815.Conservarea marfurilor pe timpul transportului presupune:


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1.
2.
3.
4.

separarea eficienta a loturilor;


ventilatia corespunzatoare a magaziilor;
inspectarea marfurilor pe timpul voiajului
respectarea cerintelor privind stivuirea marfurilor

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816.Containerele care prezinta avarii inainte de incarcare


1. se vor incarca la bordul navei intrun loc separat pentru a fi mai usor
identificate la portul de descarcare
2. se vor incarca la bordul navei dar se va face mentiune pe conosament cu
privire la conditia containerului
3. se vor respinge de la incarcare
4. se vor incarca la bordul navei dar intotdeauna pe punte pentru a putea fi
supravegheat pe timpul voiajului

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817.Containerele deschise se incarca la bordul navelor containiere :


1.
2.
3.
4.

pe punte si sub punte;


numai pe punte;
numai sub punte;
aceste containere sunt interzise transportului maritim.

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818.Containerele frigorifice (pline) se incarca la bordul navelor


containiere :
1.
2.
3.
4.

pe punte sau sub punte (in numar limitat);


numai pe punte;
numai sub punte;
aceste containere sunt interzise transportului maritim.

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819.Containerele inchise sau deschise care contin marfuri periculoase


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capabile sa emane gaze inflamabile sau vapori, in cazul incarcarii sub


punte, se vor stivui:
1. DEPARTE de unitatile de sarcina care necesita refrigerare sau incalzire;
2. SEPARAT DE unitatile de sarcina care necesita refrigerare sau incalzire;
3. SEPARAT PRINTR-UN COMPARTIMENT COMPLET (SAU
MAGAZIE) de unitatile de sarcina care necesita refrigerare sau incalzire;
4. pentru aceste containere, la stivuirea SUB PUNTE, nu exista cerinte
speciale de separare.

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820.Containerele inchise sau deschise, care contin marfuri periculoase


incompatibile, pot fi stivuite pe aceeasi verticala daca :
1.
2.
3.
4.

sunt separate vertical de o distanta de minim 3 m;


sunt separate de o punte rezistenta la foc si apa;
intre ele exista un spatiu interzis stivuirii;
Codul IMDG nu prevede o astfel de separare..

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821.Containerele inchise se incarca la bordul navelor containiere :


1.
2.
3.
4.

pe punte si sub punte;


numai pe punte;
numai sub punte;
aceste containere sunt interzise transportului maritim.

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822.Containerele platforma se incarca la bordul navelor containiere :


1.
2.
3.
4.

pe punte sau sub punte;


numai pe punte;
numai sub punte;
aceste containere sunt interzise transportului maritim.

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823.Ducerea la indeplinire in bune conditii a transportului produselor


refrigerate si congelate depinde de
1. respectarea instructiunilor primite de la incarcator
2. familiarizarea membrilor de echipaj cu instalatiile frigorifice de la bordul
navei
3. pregatirea magaziilor de marfa la standardele cerute tipului de marfa
4. toate cele 3 situatii

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824.In mod frecvent, la bordul navelor containiere se incarca :


1.

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numai containere de 20 ' ;

2.

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containere de 45 ' ;

3.

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numai containere de 40 ' ;

4.

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containere de 20 ' si 40 '

825.In situatia cand in cargo planul navei primit la nava se observa mai
multe containere care depasesc greutatea admisibila

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1. aceste containere se vor incarca intotdeauna in partea de jos a stivei pentru


a se evita incarcarea containerelor grele peste containerele usoare
2. aceste containere se vor respinge de la incarcare
3. aceste containere se vor incarca intotdeauna pe punte si spre pupa pentru a
asigura o asieta convenabila a navei
4. se va reface cargo planul navei astfel incat aceste containere sa se incarce
intotdeauna pe punte

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826.In tehnologia de conservare a carnii prin congelare se adopta, de


regula, temperaturi cuprinse intre :
1.
2.
3.
4.

minus 8 grade C si minus 10 grade C;


minus 10 grade C si minus 18 grade C;
minus 18 grade C si minus 30 grade C;
minus 30 grade C si minus 38 grade C.

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827.Inainte de incarcarea masinilor pe navele tip RO-RO se recomanda


1. numararea masinilor ce urmeaza a fi incarcate
2. inspectarea masinilor inainte de incarcare pentru a vedea daca marfa este
susceptibila pentru transportul in voiaj ce urmeaza precum si conditia ei
3. verificarea pneurilor tuturor masinilor
4. numerotarea masinilor functie de spatiul din interiorul navei unde urmeaza
a fi depozitate

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828.La bordul navelor R0-R0, la stivuirea PE PUNTE SAU SUB PUNTE


a incarcaturilor unitare care contin marfuri periculoase incompatibile,
avand cerinta de segregare DEPARTE DE, separarea se face printr-o
distanta orizontala de :
1. minim 3 m;
2. minim 6 m;

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3. minim 12 m;
4. in acest caz nu se impune distanta de separare.

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829.La bordul navelor Ro-Ro, la stivuirea PE PUNTE a incarcaturilor


unitare (inclusiv cele de tip inchis), care contin marfuri periculoase
incompatibile, avand cerinta de segregare SEPARAT LONGITUDINAL
PRINTR-UN COMPARTIMENT COMPLET DE INTERVENTIE (SAU
MAGAZIE), separarea se face printr-o distanta orizontala de :
1.
2.
3.
4.

minim 20 m;
minim 30 m;
minim 40 m;
in acest caz nu se impune distanta de separare.

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830.La bordul navelor Ro-Ro, la stivuirea PE PUNTE a incarcaturilor


unitare (inclusiv cele de tip inchis), care contin marfuri periculoase
incompatibile, avand cerinta de segregare SEPARAT PRINTR-UN
COMPARTIMENT COMPLET (SAU MAGAZIE), separarea se face
printr-o distanta orizontala de :
1.
2.
3.
4.

minim 12 m;
minim 20 m;
minim 40 m;
in acest caz nu se impune distanta de separare.

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831.La bordul navelor Ro-Ro, la stivuirea PE PUNTE a incarcaturilor


unitare de tip inchis, care contin marfuri periculoase incompatibile,
avand cerinta se segregare SEPARAT DE, separarea se face printr-o
distanta orizontala de :
1. minim 3 m;

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2. minim 6 m;
3. minim 12 m;
4. in acest caz nu se impune distanta se separare.

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832.La bordul navelor Ro-Ro, la stivuirea PE PUNTE a incarcaturilor


unitare, care contin marfuri periculoase incompatibile, avand cerinta de
segregare SEPARAT DE, separarea se face printr-o distanta orizontala
de :
1.
2.
3.
4.

minim 3 m;
minim 6 m;
minim 12 m;
in acest caz nu se impune distanta de separare.

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833.La bordul navelor Ro-Ro, la stivuirea PE PUNTE SAU SUB PUNTE


a incarcaturilor unitare de tip inchis, care contin marfuri periculoase
incompatibile, avand cerinta de segregare SEPARATE DE, separarea se
face printr-o distanta orizontala de :
1.
2.
3.
4.

minim 3 m;
minim 6 m;
minim 12 m;
in acest caz nu se impune distanta de separare.

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834.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incaracaturilor


unitare, care contin marfuri periculoase incompatibile, avand cerinta de
segregare SEPARAT LONGITUDINAL PRINTR-UN
COMPARTIMENT COMPLET DE INTERVENTIE (SAU MAGAZIE),
separarea se face :
1. printr-o distanta orizontala de minim 20 m;

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2. printr-un perete rezistent la foc si apa;


3. prin doi pereti despartitori rezistenti la foc si apa, asigurandu-se ca si
puntile sa fie rezistente la foc si apa;
4. in acest caz nu se impune distanta de separare.

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835.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incarcaturilor


unitar, care contin marfuri periculoase incompatibile, avand cerinta de
segregare SEPARAT PRINTR-UN COMPARTIMENT COMPLET
(SAU MAGAZIE), separarea se face :
1. printr-un perete despartitor, sau o punte de interventie, rezistente la foc si
apa;
2. prin doi pereti despartitori sau doua punti de interventie, rezistenete la foc
si apa;
3. printr-un spatiu echivalent cu o incarcatura unitara;
4. in acest caz nu se impune distanta de separare.

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836.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incarcaturilor


unitare de tip inchis, care contin marfuri periculoase incompatibile,
avand cerinta de segregare SEPARAT DE, separarea se face :
1.
2.
3.
4.

printr-un perete sau o punte rezistente la foc si apa;


printr-un spatiu echivalent cu o incarcatura unitara;
printr-o distanta orizontala de minim 12 m;
in acest caz nu se impune distanta de separare.

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837.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incarcaturilor


unitare de tip inchis, care contin marfuri periculoase incompatibile,
avand cerinta de segregare SEPARAT LONGITUDINAL PRINTR-UN
COMPARTIMENT COMPLET DE INTERVENTIE (SAU MAGAZIE),
separarea se face :
1. printr-o distanta orizontala de minim 20 m;
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2. printr-o distanta orizontala de minim 40 m, asigurandu-se ca puntile sa fie


rezistente la foc si apa;
3. printr-un perete despartitor rezistent la foc si apa;
4. in acest caz nu se impune distanta de separare.

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838.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incarcaturilor


unitare de tip inchis, care contin marfuri periculoase incompatibile,
avand cerinta de segregare SEPARAT PRINTR-UN COMPARTIMENT
(SAU MAGAZIE), separarea se face :
1.
2.
3.
4.

printr-o distanta orizontala de minim 20 m;


printr-o distanta orizontala de minim 40 m;
prin doi pereti sau doaua punti rezistente la foc sau apa;
in acest caz nu se impune distanta de separare.

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839.La bordul navelor Ro-Ro, la stivuirea SUB PUNTE a incarcaturilor


unitare, care contin marfuri incompatibile, avand cerinta de segregare
SEPARAT DE, separarea se face :
1.
2.
3.
4.

printr-un perete sau o punte rezistente la foc si apa;


printr-un spatiu echivalent cu o incarcatura unitara;
printr-o distanta orizontala de 24 m;
in acest caz nu se impune distanta se separare.

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840.La bordul navelor Ro-Ro, marfurile periculoase din clasele 3.1 si 3.2
vor fi stivuite :
1.
2.
3.
4.

PE PUNTE SAU SUB PUNTE;


NUMAI SUB PUNTE;
NUMAI PE PUNTE;
pentru aceste marfuri nu sunt cerinte speciale.

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841.La navele containiere numerotarea bay-urilor se face astfel


1. bay-urile cu numere pare sunt pentru containerele de 20 iar bay-urile cu
numere impare pentru containerele de 40
2. bay-urile cu numere impare sunt pentru containerele de 20 iar bay-urile cu
numere pare pentru containerele de 40
3. nu conteaza capacitatea containerului, acesta putand fi incarcat in orice bay
4. nu exista astfel de numerotare la bordul navelor containiere

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842.La navele de marfuri generale, cargo-planul se prezinta ca o sectiune


a navei in plan :
1.
2.
3.
4.

transversal;
orizontal;
vertical;
longitudinal-diametral.

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843.La navele de tip Ro-Ro inainte de inceperea incarcarii se va verifica


1. starea rampei de acces la bordul navei
2. iluminatul puntilor unde urmeaza a se incarca marfa
3. verificarea curateniei puntilor, acestea trebuid sa nu fie umede sau
alunecoase
4. toate cele 3 situatii

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844.La navele frigorifice dupa terminarea curateniei magaziilor de marfa


se trece la procesul de
1. pre-racire
2. ventilatie

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3. dezumidificare
4. racire

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845.Marfurile grele si agabaritice se vor stivui la bordul navei


1.
2.
3.
4.

in axul transversal al navei


intotdeauna pe punte
intotdeauna in magaziile navei
in axul longitudinal al navei

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846.Navele containiere care efectueaza transporturi intercontinentale


sunt denumite in mod curent :
1.
2.
3.
4.

nave mama (mother vessels);


nave de aprovizionare (feeders);
nave auxiliare;
nave universale.

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847.Navele containiere care efectueaza transporturi zonale sunt denumite


in mod curent :
1.
2.
3.
4.

nave mama (mother vessels);


nave de aprovizionare (feeders);
nave auxiliare;
nave universale.

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848.Navele containiere sunt divizate pe lungime in bay-uri care sunt


numerotate
1. de la pupa spre prova

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2. de la prova spre pupa


3. din babord in tribord
4. din tribord in babord

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849.Navele frigorifice care preiau marfurile perisabile racite in statii de


la uscat sunt :
1.
2.
3.
4.

nave frigorifice de transport;


nave frigorifice industriale;
nave frigorifice de constructie combinata;
nave frigorifice universale.

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850.Navele frigorifice care preiau produsele perisabile in stare proaspata


sunt :
1.
2.
3.
4.

nave frigorifice de transport;


nave frigorifice industriale;
nave frigorifice de constructie combinata;
nave frigorifice universale.

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851.Navele frigorifice moderne sunt echipate cu instalatii frigorifice cu


functionare :
1.
2.
3.
4.

prin absorbtie;
prin compresie;
prin osmoza;
prin convectie.

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852.Navele frigorifice sunt caracterizate de :

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1.
2.
3.
4.

magazii de marfa cu o singura punte intermediara


viteze mici;
termoizolatia peretilor si a puntilor;
lipsa instalatiilor proprii de operare.

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853.Navele petroliere sunt caracterizate de :


1. sistemul de pompe si tubulaturi pentru operarea marfii;
2. lipsa mijloacelor de spalare a tancurilor de marfa
3. imposibilitatea inspectarii tancurilor de marfa, acest lucru efectuanduse la
intrarea navei in santier
4. termoizolatia peretilor si a puntilor.

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854.Navele port-container sunt caracterizate de :


1.
2.
3.
4.

termoizolatia magaziilor in care sunt stivuite containerele frigorifice


instalatii proprii de operare;
imposibilitatea stivuirii containerelor frigorifice pe punte
magazii cu structura celulara.

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855.Navele Ro-Ro sunt caracterizate de :


1.
2.
3.
4.

instalatii proprii de operare;


axa de operare orizontala;
dispunerea rampei de incarcare intotdeauna in pupa
termoizolatia peretilor si a puntilor.

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856.Navele specializate in transportul cherestelei au, in medie, o


capacitate de balastare de :

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1.
2.
3.
4.

10 % din capacitatea totala de transport;


15% din capacitatea totala de transport;
20% din capacitatea totala de transport;
25% din capacitatea totala de transport.

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857.Pe timpul incarcarii containerelor trebuiesc verificate


1. daca exista scurgeri sau alte avarii
2. daca sigiliile sunt intacte
3. daca containerele care contin marfuri periculoase sunt stivuite in locatia
corespunzatoare din cargo plan
4. toate cele 3 situatii

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858.Pentru amararea containerelor, pe punte, se utilizeaza


1.
2.
3.
4.

zavoare de baza (base-locks)


zavoare duble (twist-locks)
bare metalice cu tirant (crossing bars)
toate dispozitivele mentionate

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859.Pentru manipularea containerelor, in terminalele specializate, se


utilizeaza
1.
2.
3.
4.

spreader
graifer
zbir
gafe

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860.Pentru o buna conservare, procesul de congelare a carnii trebuie sa


inceapa, dupa sacrificare, la cel mult :

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1.
2.
3.
4.

2 ore;
3 ore;
4 ore;
5 ore.

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861.Planul de incarcare (bay-plan) la navele containiere este o sectiune a


navei in plan :
1.
2.
3.
4.

longitudinal-diametral;
transversal;
orizontal;
vertical.

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862.Refreigerarea este un procedeu de conservare a produselor perisabile


in care :
1.
2.
3.
4.

apa continuta isi schimba starea de agregare;


apa continuta isi pastreaza starea de agregare;
durata conservarii este nelimitata;
efectul bacteriostatic este total.

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863.Standardele privind siguranta pasagerilor pe mare sunt impuse de :


1.
2.
3.
4.

Conventia SOLAS;
Conventia STCW;
Codul STCW;
Manualul companiei de navigatie.

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864.Asieta navei se poate calcula cu relatia:

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1.

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t=

D( XG XB )
100 MCT

2.

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t=

D( XG XB )
LIP

3.

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t=

LIP ( XG XB )
GH

4.

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t=

Tpv + Tpp
2

865.Asieta navei este :


1.
2.
3.
4.

o stare de inclinare transversala;


inclinarea navei pe timpul incarcarii
materializarea diferentei dintre pescajele prova si pupa;
materializarea diferentei dintre pescajele citite in borduri, la centrul navei.

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866.Atunci cand o nava incarca intr-un port situat pe fluviu sau ape
interioare
1. va fi permisa o afundare a navei proportionala cu consumul de combustibil
si apa pana la ajungerea navei in mare
2. va fi permisa o ridicare a navei proportionala cu consumul de combustibil
si apa pana la ajungerea navei in mare
3. nu va fi permisa nici o afundare sau ridicare suplimentara a navei

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4. va fi permisa o afundare suplimentara a navei datorita modificarii de asieta


a navei la trecerea prin ape cu densitati diferite

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867.Axa transversala in jurul careia au loc inclinarile longitudinale ale


navei trece prin :
1.
2.
3.
4.

centrul de carena al navei;


centrul de greutate al navei;
centrul de greutate al suprafetei de plutire;
cuplul maestru.

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868.Bordul liber minim de vara, la navele pentru transport cherestea, se


calculeaza in functie de :
1.
2.
3.
4.

lungimea navei;
lungimea totala, efectiva a suprastructurilor;
pescajul de vara in apa de mare;
volumul carenei.

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869.Bordul liber reprezinta :


1.
2.
3.
4.

rezerva de flotabilitate a navei;


rezerva de stabilitate a navei
diferenta dintre rezerva de stabilitate si rezerva de flotabilitate a navei
diferenta dintre inaltimea de constructie si distanta pe verticala de la linia
de plutire la linia puntii

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870.Calculul cantitatii de marfa prin metoda pescajelor cuprinde:


1. etapa masuratorilor;

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2. etapa corectiilor;
3. etapa calculelor;
4. toate cele trei etape mentionate.

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871.Cand o nava trebuie sa incarce la linia de incarcare de vara intr-un


port cu apa cu densitatea mai mica decat apa sarata atunci
1. nava va incarca la linia de incarcare de vara
2. nava va incarca la linia de incarcare de vara plus corectia de densitate
pentru apa din port
3. nava va incarca la linia de incarcare de vara minus corectia de densitate
pentru apa din port
4. linia de incarcare de vara nu poate fi depasita in astfel de situatii

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872.Cand pozitia centrului longitudinal al plutirii se afla intr-o pozitie


spre prova sau spre pupa fata de cuplul maestru
1. variatia de asieta este aceeasi atat la prova cat si la pupa
2. exista variatie de pescaj doar in directia centrului longitudinal al plutirii
3. exista variatie de pescaj in directia opusa pozitiei centrului longitudinal al
plutirii
4. variatia pescajelor prova si pupa va fi diferita

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873.Conform Conventiei Load Line, atunci cand o nava incarca in apa cu


densitatea cuprinsa intre valoarea apei dulci valoarea apei sarate
1. linia de incarcare aferenta zonei de navigatie nu poate fi depasita
2. linia de incarcare aferenta zonei de navigatie va fi depasita cu toleranta de
pescaj proportionala cu diferenta dintre densitatea apei sarate si densitatea
apei in care pluteste nava
3. linia de incarcare aferenta zonei de navigatie va fi deasupra liniei de plutire
cu toleranta de pescaj proportionala cu diferenta dintre densitatea apei

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sarate si densitatea apei in care pluteste nava


4. linia de incarcare aferenta zonei de navigatie poate fi depasita numai daca
nava incarca la linia de incarcare de vara

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874.Conform Conventiei Load Line, atunci cand o nava incarca in apa


dulce
1. linia de incarcare aferenta zonei de navigatie poate fi depasita cu valoarea
tolerantei de pescaj pentru apa dulce (fresh water allowance)
2. linia de incarcare aferenta zonei de navigatie nu poate fi depasita
3. linia de incarcare aferenta zonei de navigatie poate fi depasita numai daca
nava incarca la linia de incarcare de vara
4. linia de incarcare aferenta zonei de navigatie va fi deasupra liniei de plutire
cu valoarea tolerantei de pescaj pentru apa dulce (fresh water allowance)

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875.Constanta navei reprezinta :


1. masa navei goale;
2. greutatile lichide de la bordul navei
3. diferenta dintre masa navei goale la un moment dat pe timpul exploatarii si
masa initiala a navei goale;
4. cantitatea de reziduri din tancurile navei.

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876.Conventia internationala asupra liniilor de incarcare nu se aplica


navelor :
1.
2.
3.
4.

cu DWB mai mic de 300 TDW;


de pescuit.
cu lungime mai mare de 24 m;
cu TRB mai mare de 150 TR;

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877.Corectia de asieta a deplasamentului se determina cu relatia:


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1.

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MCT X F t
LIP

D =

2.

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D =

TPC X F t
LIP

3.

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n

D =

DH
100 LIP

4. la navele mari, aceasta corectie este neglijabila

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878.Corectia de asieta a sondelor efectuate la tancuri se realizeaza:


1.
2.
3.
4.

cu scara Bonjean;
cu graficele sau tabelele continute in tabelele de calibrare a tancurilor;
cu graficele de asieta;
asieta nu influenteaza citirea sondelor.

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879.Corectia de asieta care se aplica pescajului centru are expresia:


1.

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x = l pv

t
LIP

2.

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y = l pp

t
LIP

3.

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z = lc

t
LIP

4. aceasta corectie este neglijabila, indiferent de asieta navei

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880.Corectia de asieta care se aplica pescajului prova are expresia:


1.

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x = l pv

t
LIP

2.

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y = l pp

t
LIP

3.

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n

z = lc

t
LIP

4. aceasta corectie este neglijabila, indiferent de asieta navei

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881.Corectia de asieta care se aplica pescajului pupa are expresia:


1.

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x = l pv

t
LIP

2.

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y = l pp

t
LIP

3.

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z = lc

t
LIP

4. aceasta corectie este neglijabila, indiferent de asieta navei

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882.Corectia de asieta se aplica deplasamentului cu relatia:


1.

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DM = Dm + D
2.

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Dm = D1 + D
3.

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Dm = D2 + D
4.

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D f = Dm + D

883.Corectia de asieta se aplica ulajelor masurate prin :

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1. corectia de densitate si temperatura


2. utilizarea graficelor de asieta;
3. utilizarea tabelelor sau graficelor continute in tablele de calibrare a
tancurilor;
4. asieta nu influenteaza citirea ulajelor.

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884.Corectia de densitate a deplasamentului se determina cu relatia:


1.

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D =

D ' ( 2 1 )
1

2.

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D =

D ' ( 2 1 )
2

3.

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D =

D ' ( 2 1 )
TPC 1

4.

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D =

D ' ( 2 1 )
TPC 2

885.Corectia de densitate a pescajului se determina cu relatia:


1.

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T =

D ' ( 2 1 )
2

2.

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D ' ( 2 1 )
T =
TPC 2

3.

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T =

D ' ( 2 1 )
1

4.

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T =

D ' ( 2 1 )
TPC 2

886.Corectia de densitate se aplica deplasamentului cu relatia:


1.

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D2 = D ' D

2.

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n

D2 = D D
]

3.

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D2 = D '

1
2

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4.

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D2 = D '

1
2

887.Corectia de densitate se aplica pescajului de medie a mediilor, cu


relatia:
1.

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TM / M = Tm T
2.

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TM / M = TM T
3.

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TM / M = T ' M / M T

4.

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TM / M = Tm

1
2

888.Dock Water Allowance reprezinta


1. modificarea de pescaj cand nava trece din apa sarata in apa dulce
2. modificarea de pescaj cand nava trece din apa dulce in apa sarata
3. modificarea de pescaj cand nava trece din apa dulce in apa sarata si vice
versa
4. modificarea de pescaj cand nava trece din apa sarata in apa cu densitatea

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mai mica decat apa sarata

889.Factorii care influenteaza TPC sunt


1.
2.
3.
4.

starea de inclinare a navei


pescajul navei si suprafata plutirii
tipul marfii care se incarca
este constant in orice situatie

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890.In calculul cantitatii de marfa prin metoda pescajelor , la incarcare,


cantitatea incarcata se determina cu relatia:
1.
2.
3.
4.

Q= (A-a) - ( B-b);
Q= (B-b)-(A-a);
Q=(A-a)-Do;
Q=(B-b)-Do.

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891.In calculul cantitatii de marfa prin metoda pescajelor, constanta


navei se poate determina:
1.
2.
3.
4.

inaintea inceperii incarcarii;


dupa terminarea descarcarii;
inainte de inceperea incarcarii si dupa terminarea descarcarii;
metoda pescajelor nu include calculul constantei navei.

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892.In calculul cantitatii de marfa prin metoda pescajelor, corectarea


pescajelor pentru deformarea corpului navei se realizeaza in practica
curenta:
1. cu diagramele din documentatia navei;

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2. calculand pescajul de medie a mediilor


3. prin calcul integral;
4. aceasta corectie este neglijabila, indiferent de starea de incarcare a navei.

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893.In calculul cantitatii de marfa prin metoda pescajelor, corectarea


pescajelor pentru inclinarile longitudinale ale navei se realizeaza:
1.
2.
3.
4.

cu formule de calcul, tabele sau diagrame din documentatia navei;


prin integrare;
prin calcul logaritmic;
aceasta corectie nu este necesara.

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894.In calculul cantitatii de marfa prin metoda pescajelor, corectarea


pescajelor pentru inclinarile transversale ale navei se realizeaza:
1.
2.
3.
4.

cu formule empirice;
cu diagrame din documentatia navei;
facand media pescajelor masurate in ambele borduri;
aceasta corectie nu este necesara.

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895.In calculul cantitatii de marfa prin metoda pescajelor, la descarcare,


cantritatea descarcata se determina cu relatia:
1.
2.
3.
4.

Q= (A-a) - ( B-b);
Q= (B-b)-(A-a);
Q=(A-a)-Do;
Q=(B-b)-Do.

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896.In calculul cantitatii de marfa prin metoda ulajelor, corectia


densitatii relative pentru diferenta de temperatura se obtine cu relatia :

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1.

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f d = k + t ;

2.

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n

f d = k t

3.

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f d = k + (to t )

4.

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f d = k (to t )

897.In calculul cantitatii de marfa prin metoda ulajelor, pentru


reducerea volumului marfii la temperatura standard, se utilizeaza :
1.
2.
3.
4.

tablele de calibrare;
tablele de sonde;
tablele ASTM-IP;
cantitatea de marfa nu poate fi determinata prin reducerea volumului la
temperatura standard.

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898.La deplasarea de greutati, variatia asietei se calculeaza cu formula:


1.

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t =

100 MCT
pd

2.

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t =

100 pd
MCT

3.

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t =

pd
100 MCT

4.

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n

t =

0,01MCT
pd

899.La descarcare, constanta navei se calculeaza cu relatia:


1.

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K = (B-b) Do

2.

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K = (A-a) Do

3.

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n

K = Df Do

4. la descarcare nu se poate determina constanta navei

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900.La imbarcarea de greutati, variatia pescajului mediu se calculeaza cu


formula:
1.

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T =

p
100TPC

2.

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T =

0,01TPC
;
p

3.

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n

T =

p
100 MCT

4.

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n

T =

0,01MCT
p

901.La incarcare, constanta navei se calculeaza cu relatia:


1.

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K = ( B- b) Do

2.

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K = (A- a) - Do

3.

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n

K = Df -Do

4. la incarcare nu se poate determina constanta navei

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902.Liniile de incarcare ale marcii de bord liber, pentru apa de mare,


sunt orientate spre :

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1.
2.
3.
4.

prova navei;
pupa navei;
linia puntii de bord liber;
cuplul maestru.

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903.Liniile de incarcare ale marcii de bord liber, pentru apa dulce, sunt
orientate spre :
1.
2.
3.
4.

prova navei;
pupa navei;
linia puntii de bord liber;
cuplul maestru.

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904.Marca de bord liber include :


1.
2.
3.
4.

discul Plimsoll;
scarile de pescaj;
marca de tonaj;
linia de referinta de la cuplu maestru

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905.Marca de tonaj a fost introdusa de :


1.
2.
3.
4.

Conventia internationala asupra liniilor de incarcare (LL);


Regulamentul pentru masuratorile de tonaj (UK);
Lloyd's Register of Shipping;
Registrul Naval Roman.

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906.Marca de tonaj include:

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1.
2.
3.
4.

discul Plimsoll;
linia de incarcare de iarna;
linia de incarcare de vara, la tropice;
un triunghi echilateral cu latura de 300 mm.

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907.Momentul unitar de asieta (MCTC) se determina


1. din tablele (curbele) hidrostatice functie de pescaj sau deplasament
2. din tablele (curbele hidrostatice) functie de asieta navei
3. din tablele (curbele) hidrostatice functie densitatea apei in care pluteste
nava
4. din diagrama de modificare a asietei la ambarcarea sau debarcarea de
greutati

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908.Momentul unitar de asieta (MCTC) se foloseste pentru


1. determinarea modificarii asietei navei la trecerea prin ape cu densitati
diferite
2. determinarea modificarii asietei navei la ambarcarea, debarcarea sau
deplasarea de greutati la bord
3. determinarea modificarii asietei navei doar la ambarcarea si debarcarea de
greutati
4. determinarea modificarii asietei navei doar la deplasarea de greutati la
bordul navei

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909.O nava care are pescajul centru Tc mai mare decat pescajul mediu
Tm este:
1.
2.
3.
4.

aprovata;
apupata;
arcuita;
contraarcuita

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910.O nava care are pescajul mediu Tm mai mare decat pescajul centru
Tc este:
1.
2.
3.
4.

aprovata;
apupata;
arcuita;
contraarcuita

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911.O nava cu asieta zero este :


1.
2.
3.
4.

in pozitie dreapta;
bandata;
canarisita;
pe chila dreapta.

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912.Pentru calculul cantitatii de marfa prin metoda pescajelor, citirea


pescajelor se face:
1.
2.
3.
4.

la scarile de pescaj prova si pupa;


la scarile de pescaj de la centrul navei in ambele borduri;
la scarile de pescaj prova, centru si pupa, in ambele borduri;
la scarile de pescaj prova, centru si pupa in bordul acostarii.

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913.Pentru calculul cantitatii de marfa prin metoda pescajelor, greutatile


lichide de la bord se determina:
1.
2.
3.
4.

prin presarea tancurilor;


prin sondarea tancurilor;
prin golirea tancurilor;
greutatile lichide se iau din documentatia navei.

file://D:\TTM-2012%20ANR\ttm2012-2.html

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n
j
k
l
m
n

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l
m
n

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914.Pentru calculul cantitatii de marfa prin metoda pescajelor,


masurarea temperaturii si densitatii apei de mare se face:
1.
2.
3.
4.

numai in cadrul masuratorilor initiale;


numai in cadrul masuratorilor finale;
in cadrul masuratorilor initiale si finale;
aceste masuratori nu sunt necesare.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

915.Prin afundare pe unitate se intelege :


1. variatia deplasamentului la depasarea de greutati la bordul navei
2. variatia deplasamentului capabila sa produca o variatie unitara a pescajului
mediu;
3. momentul capabil sa creeze o variatie unitara de asieta;
4. momentul capabil sa creeze o variatie unitara de banda.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

916.Prin moment unitar de asieta se intelege :


1. deplasament unitar;
2. momentul capabil sa creeze o variatie unitara de asieta;
3. variatia deplasamentului capabila sa produca o variatie unitara a pescajului
mediu;
4. momentul capabil sa creeze o variatie unitara de banda.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

917.Sageata negativa (hog) se determina cu relatia:


1.

j
k
l
m
n

Sg = Tm Tc

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2.

j
k
l
m
n

Sg = Tc Tm
3.

j
k
l
m
n

Sg = Tc Tpv

4.

j
k
l
m
n

Sg = Tc Tpp

918.Sageata pozitiva (sag) se determina cu relatia:


1.

j
k
l
m
n

Sg = Tm Tc
2.

j
k
l
m
n

Sg = Tc Tm
3.

j
k
l
m
n

Sg = Tc Tpv

4.

j
k
l
m
n

Sg = Tc Tpp

919.Sageata navei se determina facand diferenta dintre:


1. pescajul centru si pescajul mediu;

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l
m
n

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2. pescajul centru si pescajul prova


3. pescajul centru si pescajul pupa;
4. sageata navei se determina grafic.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

920.Scara liniilor de incarcare (a marcii de bord liber) se materializeaza


printr-o banda metalica verticala, cu ramnificatii orizontale, dispusa fata
de centrul discului Plimssol :
1.
2.
3.
4.

la 450 mm spre prova;


la 450 mm spre pupa;
la 540 mm spre prova;
la 540 mm spre pupa.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

921.Toleranta de pescaj pentru apa dulce se calculeaza cu relatia:


1.

j
k
l
m
n

FV FD ;

2.

j
k
l
m
n

TV TI ;

3.

j
k
l
m
n

FT FD ;

4.

j
k
l
m
n

TT TV .

922.TPC reprezinta

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1. greutatea care trebuie ambarcata sau debarcata pentru variatia pescajului


mediu cu un centimetru
2. greutatea care trebuie ambarcata sau debarcata pentru variatia asietei cu un
centimetru
3. greutatea care trebuie ambarcata sau debarcata pentru a reduce inclinarea
navei cu un centimetru
4. greutatea care trebuie ambarcata sau debarcata astfel incat pescajul mediu
sa ramana constant

j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

923.Traversa discului Plimsoll corespunde :


1.
2.
3.
4.

liniei de incarcare de vara in apa dulce;


corespunde unei anumite linii de incarcare ce depinde de marimea navei
liniei de incarcare de vara in apa sarata;
nu corespunde nici unei linii de incarcare, la fiecare nava indicand valoarea
bordului liber

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

924.Abscisa centrului de greutate al navei incarcate poate avea :


1.
2.
3.
4.

numai valori pozitive;


numai valori negative;
valori pozitive sau negative;
valori constante.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

925.Abscisa centrului de greutate se calculeaza cu relatia:


1.

j
k
l
m
n

XG =

M CM
D

2.

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l
m
n

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XG =

M LB
D

3.

j
k
l
m
n

XG =

LIP
XF
2

4.

j
k
l
m
n

XG =

LIP
+ XF
2

926.Abscisele greutatilor incarcate la bordul navei se masoara fata de:


1.
2.
3.
4.

perpendiculara pupa
cuplul maestru;
planul neutru;
planul de baza.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

927.Atunci cand se estimeaza riscul deplasarii marfurilor pe timpul


voiajului, urmatorii factori trebuiesc luati in considerare
1.
2.
3.
4.

proprietatile fizice ale marfii


locatia marfii la bordul navei
stabilitatea navei
toate cele 3 situatii

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

928.Atunci cand se estimeaza riscul deplasarii marfurilor pe timpul


voiajului, urmatorii factori trebuiesc luati in considerare
1. zona geografica in care se va executa voiajul

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k
l
m
n

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2. durata voiajului
3. conditiile hidro-meteorologice pe durata voiajului
4. toate cele 3 situatii

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

929.Bratul stabilitatii dinamice se calculeaza cu relatia:


1.

j
k
l
m
n

ld = lsd
0

2.

j
k
l
m
n

ld = ls lf ;

3.

j
k
l
m
n

ls = ls KG sin

4.

j
k
l
m
n

ld = ls + KG sin .

930.Bratul stabilitatii statice se calculeaza cu relatia:


1.

j
k
l
m
n

ls = lf + GH sin ;

2.

j
k
l
m
n

ls = lf KG ;

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3.

j
k
l
m
n

ls = lf KG sin

4.

j
k
l
m
n

ls = lf + KG .

931.Bratul de redresare al navei mai este denumit si :


1.
2.
3.
4.

bratul stabilitatii de forma;


bratul stabilitatii statice;
bratul stabilitatii dinamice;
bratul stabilitatii de greutate

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

932.Canarisirea datorata stabilitatii transversale initiale negative se


produce :
1.
2.
3.
4.

in bordul acostarii;
in bordul opus acostarii;
simetric, in oricare din borduri;
intotdeauna in bordul din care se efectueaza operatiuni de incarcare

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

933.Canarisirea navei este :


1.
2.
3.
4.

o stare de inclinare datorata factorilor externi (vant, valuri)


o stare de inclinare longitudinala;
materializarea diferentei dintre pescajele citite in borduri, la centrul navei;
o stare de inclinare datorata tensiunilor din paramele navei cu care este
legata la cheu

file://D:\TTM-2012%20ANR\ttm2012-2.html

j
k
l
m
n
j
k
l
m
n

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k
l
m
n
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k
l
m
n

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934.Canarisirea navei exercita asupra stabilitatii transversale un efect :


1.
2.
3.
4.

pozitiv;
negativ;
temporar;
canarisirea nu influienteaza stabilitatea transversala a navei.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

935.Capacitatea navei de a reveni la pozitia initiala de echilibru, dupa


incetarea actiunii fortelor care au provocat scoaterea ei din aceasta
pozitie defineste :
1.
2.
3.
4.

flotabilitatea navei;
stabilitatea navei;
nescufundabilitatea navei;
vitalitatea navei.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

936.Coeficientul bratului de stabilitate dinamica se calculeaza cu relatia:


1.

j
k
l
m
n

= 2d ;

2.

j
k
l
m
n

d
2 ;

3.

j
k
l
m
n

= 0,08d

4.

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l
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n

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= 0,53d

937.Coeficientul stabilitatii transversale are expresia:


1.

j
k
l
m
n

k = D GM ;

2.

j
k
l
m
n

k = D GH ;

3.

j
k
l
m
n

k = D GM sin

4.

j
k
l
m
n

k = D GH sin .

938.Conditia obligatorie pentru stabilitatea transversala a navei este:


1.

j
k
l
m
n

GM cor GM cr

2.

j
k
l
m
n

GM cor = GM cr

3.

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k
l
m
n

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GM cor > GM cr

4.

j
k
l
m
n

GM cor < GM cr

939.Coordonatele centrului de greutate al navei goale se calculeaza de


catre :
1.
2.
3.
4.

comandantul navei;
registrul de clasificare;
santierul constructor;
se calculeaza la bordul navei pentru fiecare incarcare

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

940.Corectia inaltimii metacentrice pentru efectul suprafetelor libere


lichide are expresia:
1.

j
k
l
m
n

lb3
GM = r
12 D

2.

j
k
l
m
n

GM = r

l 3b
12V

3.

j
k
l
m
n

lb 3
GM = r
12V

4.

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l
m
n

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GM = r

lb3
V

941.Corectia pentru suprafete libere lichide (free surface correction) are


semnul
1. semnul se modifica functie de dimensiunile tancului si de densitatea
lichidului din tancuri
2. semnul ei se modifica functie de cantitatea de lichid din tancuri
3. semnul ei se modifica functie de pozitia pe verticala la bordul navei a
tancurilor partial umplute
4. are intotdeauna valoare negativa

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

942.Corectiile pentru inclinarile navei aplicate masuratorilor la tancurile


de marfa se gasesc la bordul navei in
1.
2.
3.
4.

tabele hidrostatice ale marfii


tabele de sonda ale tancurilor de marfa
se determina prin calcul cu ajutorul formulelor empirice
se citesc direct pe indicatoarele nivelului de marfa din tancuri

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

943.Cota centrului de greutate al navei incarcate poate avea :


1.
2.
3.
4.

numai valori pozitive;


numai valori negative;
valori pozitive sau negative;
valori constante.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

944.Cota centrului de greutate se calculeaza cu relatia:

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1.

j
k
l
m
n

KG =

M CM
D

2.

j
k
l
m
n

KG =

M LB
D ;

3.

j
k
l
m
n

KG = KM + GM

4.

j
k
l
m
n

KG = KM KB .

945.Cota metacentrului transversal se poate calcula:


1.
2.
3.
4.

cu "Diagrama pentru cota metacentrului transversal";


cu "Scala de incarcare";
cu "Diagrama Bonjean";
din "Diagrama de pantocarene"

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

946.Cota metacentrului transversal se poate calcula:


1.
2.
3.
4.

cu "Diagrama curbelor de carene drepte";


cu "Diagrama de asieta";
din 'Diagrama pentru valorile limita ale metacentrului transversal"
cu ajutorul coeficientului de stabilitate.

file://D:\TTM-2012%20ANR\ttm2012-2.html

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
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k
l
m
n

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947.Cota metacentrului transversal se poate calcula:


1.
2.
3.
4.

din inaltimea de constructie a navei;


din valoarea bordului liber;
din valoarea momentului de redresare;
cu formule empirice.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

948.Cotei metacentrului transversal


1.
2.
3.
4.

este o marime constanta


variaza functie de pescajul navei
variaza functie de inaltimea metacentrica
variaza functie de raza metacentrica

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

949.Cotele greutatilor incarcate la bordul navei se masoara fata de:


1.
2.
3.
4.

planul plutirii
cuplul maestru;
planul neutru;
planul de baza.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

950.Criteriul principal de apreciere a stabilitatii transversale initiale a


navei il constituie :
1.
2.
3.
4.

valoarea inaltimii metacentrice transversale;


valoarea cotei centrului de greutate al navei;
valoarea cotei metacentrului transversal;
valoarea razei metacentrice transversale.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

951.Curba stabilitatii statice ilustreaza comportarea navei la unghiurile


de inclinare transversala :
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1.
2.
3.
4.

mici;
mari;
diferite (mici si mari);
constante.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

952.Daca centrul de greutate al navei este ridicat atunci


1.
2.
3.
4.

bratul de stabilitate creste si stabilitatea navei creste


bratul de stabilitate scade si stabilitatea navei creste
bratul de stabilitate creste si stabilitatea navei scade
bratul de stabilitate scade si stabilitatea navei scade

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

953.Distanta masurata pe verticala, in plan transversal, intre centrul de


carena si metacentrul transversal, constituie :
1.
2.
3.
4.

cota metacentrului transversal;


raza metacentrica transversala;
cota centrului de carena;
pantocarena.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

954.Distanta masurata pe verticala, in plan transversal, intre metacentrul


transversal si centrul de greutate al navei, constituie :
1.
2.
3.
4.

cota metacentrului transversal;


raza metacentrica transversala;
cota centrului de carena;
inaltimea metacentrica transversala.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

955.Echilibrul indiferent al navei este caracterizat de :

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1.
2.
3.
4.

inaltime metacentrica pozitiva;


inaltime metacentrica nula;
inaltime metacentrica negativa;
inaltime metacentrica foarte mica

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

956.Echilibrul instabil al navei este caracterizat de :


1.
2.
3.
4.

inaltime metacentrica pozitiva;


inaltime metacentrica nula;
inaltime metacentrica negativa;
inaltime metacentrica foarte mica

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

957.Echilibrul stabil al navei este caracterizat de :


1.
2.
3.
4.

inaltime metacentrica pozitiva;


inaltime metacentrica nula;
inaltime metacentrica negativa;
inaltime metacentrica insuficienta.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

958.Efectul asietei navei asupra stabilitatii transversale se materializeaza


prin :
1.
2.
3.
4.

cresterea inaltimii metacentrice transversale in cazul apuparii navei;


cresterea inaltimii metacentrice transversale in cazul aprovarii navei;
scaderea inaltimii metacentrice transversale in cazul apuparii navei;
asieta navei nu influienteaza stabilitatea ei transversala.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

959.Efectul suprafetei libere dintr-un tanc al navei este proportional cu :


1. cantitatea de lichid din tanc;

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2. lungimea si latimea tancului;


3. sonda tancului;
4. inaltimea tancului.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

960.Efectul suprafetelor libere lichide din tancurile navei se


materializeaza prin :
1.
2.
3.
4.

cresterea inaltimii metacentrice;


mentinerea inaltimii metacentrice;
scaderea inaltimii metacentrice;
inaltimea metacentrica nu este afectata de suprafetele libere lichide.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

961.Efectul suprafetelor libere lichide produce


1. o scadere a inaltimii metacentrice functie de pozitia pe verticala a tancului
la bordul navei
2. initial o scadere a inaltimii metacentrice iar apoi o crestere a inaltimii
metacentrice
3. o scadere a inaltimii metacentrice datorita deplasarii virtuale a centrului de
greutate vertical in sus
4. o scadere sau o crestere a inaltimii metacentrice functie de gradul de
inclinare al navei

j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

962.Formula empirica de calcul al cotei centrului de carena este:


1.

j
k
l
m
n

KB = 0,08Tm

2.

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KB = 0,36 B 2 ;

3.

j
k
l
m
n

KB = 0,53Tm ;

4.

j
k
l
m
n

KB= 0,08 B 2 .

963.In calculul bratelor de stabilitate statica se va folosi valoarea lui KG


(cota centrului de greutate al navei)
1. necorectata pentru efectul suprafetelor libere lichide
2. corectata pentru efectul suprafetelor lichide doar din tancurile partial
umplute care se vor consuma pe timpul voiajului
3. corectata pentru efectul suprafetelor lichide doar pentru tancurile care nu se
vor consuma pe timpul voiajului
4. corectata pentru efectul suprafetelor lichide pentru toate tancurile partial
umplute

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

j
k
l
m
n

964.In cazul situatiei de echilibru instabil, bratul de stabilitate


1.
2.
3.
4.

nu exista
tinde sa aduca nava in pozitie stabila
actioneaza ca brat de rasturnare
creste la valoarea maxima

c
d
e
f
g

c
d
e
f
g
c
d
e
f
g

c
d
e
f
g

965.In cazul situatiei de echilibru neutru, bratul de stabilitate

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1.
2.
3.
4.

este mai mare


este mai mic
nu exista
ramane constant

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

966.In cazul unei nave incarcate cu cherestea pe coverta, inainte de


plecarea navei in voiaj Comandantul navei trebuie sa se asigure ca
1.
2.
3.
4.

nava este in pozitie dreapta


nava are o inaltime metacentrica adecvata
nava indeplineste criteriile de stabilitate cerute pentru acest tip de incarcare
nava este dotata cu camere video pe punte

c
d
e
f
g

c
d
e
f
g
c
d
e
f
g
c
d
e
f
g

967.In cazul unghiurilor mari de inclinare transversala a navei, centrul


de carena se deplaseaza pe :
1.
2.
3.
4.

o dreapta;
un arc de cerc;
o curba de raza variabila;
verticala.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

968.In cazul unghiurilor mari de inclinare transversala a navei,


metacentrul transversal se deplaseaza pe :
1.
2.
3.
4.

o dreapta;
un arc de cerc;
o curba de raza variabila;
o evoluta metacentrica.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

969.In cazul unghiurilor mici de inclinare transversala a navei, se poate


considera ca centrul de carena se deplaseaza pe :

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1.
2.
3.
4.

o dreapta;
un arc de cerc;
o curba de raza variabila;
verticala.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

970.In cazul unghiurilor mici de inclinare transversala a navei, se poate


considera ca intersectia a doua plutiri izocarene se face dupa o dreapta
care trece prin :
1.
2.
3.
4.

planul neutru;
centrul lor de greutate;
cuplul maestru;
centrul de carena

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

971.In cazul unghiurilor mici de inclinare transversala a navei, se poate


considera ca metacentru transversal este :
1.
2.
3.
4.

un punct fix;
situat sub planul neutru;
situat in planul neutru;
situat deasupra planului neutru.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

972.In momentul deplasarii marfurilor la bordul navei pe timpul


voiajului se pot lua urmatoarele masuri
1.
2.
3.
4.

schimbarea de drum a navei


reducerea vitezei
monitorizarea integritatii structurale a navei
toate cele 3 situatii

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k
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m
n
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n
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973.In studiul stabilitatii dinamice se iau in consideratie momentele de


inclinare transversala care se aplica navei :
1.
2.
3.
4.

lent;
rapid;
constant;
variabil.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

974.In studiul stabilitatii statice se admite ipoteza ca momentele de


inclinare transversala se aplica navei :
1.
2.
3.
4.

lent;
rapid;
constant;
variabil.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

975.Inaltimea metacentrica transversala se calculeaza cu relatia :


1.
2.
3.
4.

GM = KG + KB;
GM = BM + KB;
GM = KG - KB;
GM = KM - KG.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

976.La ambarcarea unei greutati la bordul navei, centrul de greutate al


navei
1.
2.
3.
4.

se va deplasa in directie opusa pozitiei de ambarcare a greutatii


se va deplasa in sus
se va deplasa in jos
se va deplasa in directia pozitiei de ambarcare a greutatii

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j
k
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m
n
j
k
l
m
n

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977.La bordul navelor se utilizeaza uneori elemente de stabilitate


longitudinala, pentru :
1.
2.
3.
4.

studiul pantocarenelor;
studiul asietei;
determinarea corectiei suprafetelor libere lichide
determinarea planului neutru.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

978.La descarcarea unei greutati de la bordul navei, centrul de greutate


al navei
1.
2.
3.
4.

se va deplasa in directie opusa pozitiei de descarcare a greutatii


se va deplasa in jos
se va deplasa in sus
se va deplas in directia pozitiei de descarcare a greutatii

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

979.La navele cargouri, inaltimea metacentrica transversala pentru nava


incarcata, are valori cuprinse intre :
1.
2.
3.
4.

0,1 - 0,2 m;
0,4 - 0,6 m;
0,8 - 1,2 m;
2,5 - 4,0 m;

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

980.La navele mineraliere, inaltimea metacentrica transversala, pentru


nava incarcata, are valori cuprinse intre :
1. 0,1 - 0,2 m;
2. 0,4 - 0,6 m;
3. 0,8 - 1,2 m;

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k
l
m
n

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4. 2,5 m - 4,0 m.

j
k
l
m
n

981.La o nava avand perioada lunga de ruliu, cu amplitudine mica,


inaltimea metacentrica initiala este :
1.
2.
3.
4.

mica;
mare;
negativa;
critica.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

982.La o nava avand perioada scurta de ruliu, cu amplitudine mare,


inaltimea metacentrica initiala este :
1.
2.
3.
4.

mica;
mare;
negativa;
critica.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

983.La plecarea din portul de incarcare, o nava care transporta cereale in


vrac poate avea o canarisire de:
1.
2.
3.
4.

maxim 1 grad;
maxim 2 grade;
maxim 0.5 grade;
la aceste nave nu se admite canarisire la plecarea din portul de incarcare.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

984.Momentul de inertie pentru suprafete libere lichide (free surface


moment) se determina la bordul navei
1. din tablele de sonda functie de nivelul lichidului din tanc

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2. din tablele de sonda functie de pozitia tancului la bordul navei


3. din tablele de sonda functie de densitatea lichidului din tanc
4. din tablele de sonda functie de latimea tancului

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

985.Momentul stabilitatii transversale are expresia:


1.

j
k
l
m
n

M = D GM sin ;

2.

j
k
l
m
n

M = D GH sin ;

3.

j
k
l
m
n

M = D GM ;

4.

j
k
l
m
n

M = V GH .

986.O crestere a centrului de greutate al navei se poate datora


1.
2.
3.
4.

efectului suprafetelor libere din tancurile partial umplute


depunerilor de gheata pe suprastructurile navei
apei ambarcata pe puntea navei pe timp de furtuna
toate cele 3 situatii mentionate

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

987.O crestere a centrului de greutate al navei se poate datora


1. descarcarea unei greutati de pe coverta cu macaraua navei
2. transferului de combustibil dintr-un tanc inferior intr-un tanc superion
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k
l
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3. cheresteaua incarcata pe punte devine saturata datorita absorbtiei de


umiditate
4. toate cele 3 situatii mentionate

j
k
l
m
n

j
k
l
m
n

988.O nava canarisita ca urmare a stabilitatii initiale negative, se afla in


echilibru :
1.
2.
3.
4.

stabil;
instabil;
indiferent;
stabilitatea initiala negativa nu determina canarasirea navei.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

989.O nava cu canarisire zero este :


1.
2.
3.
4.

pe chila dreapta;
in pozitie dreapta;
bandata;
in echilibru indiferent

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

990.O nava dura este caracterizata de :


1.
2.
3.
4.

stabilitate excesiva;
stabilitate buna;
stabilitate redusa;
stabilitate initiala negativa.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

991.O nava zvelta este caracterizata de :


1. stabilitate initiala negativa;
2. stabilitate buna;

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3. stabilitate excesiva
4. stabilitate redusa.

j
k
l
m
n

j
k
l
m
n

992.O stabilitate transversala initiala negativa determina :


1.
2.
3.
4.

inclinarea navei in bordul opus directiei vantului


inclinarea navei succesiv in ambele borduri
canarisirea navei;
bandarea navei.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

993.Ordonata centrului de greutate al navei incarcate poate avea :


1.
2.
3.
4.

numai valori pozitive;


numai valori negative;
valori pozitive sau negative;
valori constante.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

994.Pe timpul sondarii tancurilor, se recomanda ca nava sa nu fie


canarisita mai mult de:
1.
2.
3.
4.

0,5 grade;
1 grad;
1,5 grad;
canarisirea nu influenteaza sondarea tancurilor.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

995.Pentru o nava avand latimea B=17,5 m si inaltimea metacentrica


transversala GM=0,49m, perioada de ruliu Tr are valoarea:
1. 10 s;
2. 20 s;

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3. 30 s;
4. 40 s.

j
k
l
m
n

j
k
l
m
n

996.Pentru o nava avand latimea B=18,5 m si pescajul mediu Tm = 6,4 m,


cota metacentrului transversal KM are valoarea:
1.
2.
3.
4.

7,560 m;
7,660 m;
7,670 m;
7,680 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

997.Pentru o nava avand latimea B=20 m si perioada de ruliu Tr = 25 s,


inaltimea metacentrica transversala GM are valoarea:
1.
2.
3.
4.

0,21 m;
0,41 m;
0,61 m;
0,81 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

998.Pentru o nava avand latimea B=32 m si pescajul mediu Tm =12,5 m,


raza metacentrica transversala BM are valoarea:
1.
2.
3.
4.

6,65 m.
6,50 m;
6,55 m;
6,60 m;

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

999.Pentru o nava avand pescajul mediu Tm =8,4 m, cota centrului de


carena KB are valoarea:

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1.
2.
3.
4.

4,452 m;
4,455 m;
4,460 m;
4,465 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1000.Pentru siguranta transportului pe mare este suficient studiul


stabilitatii navei in plan :
1.
2.
3.
4.

transversal;
longitudinal;
atat in plan transversal cat si in plan longitudinal
in plan longitudinal deoarece inaltimea metacentrica este mai mare

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1001.Perioada de ruliu se poate calcula cu formula:


1.

j
k
l
m
n

Tr =

0,53B
GM

2.

j
k
l
m
n

Tr =

0,8B
GM

3.

j
k
l
m
n

Tr =

0,8B 2
GM

4.

j
k
l
m
n

Tr =

0,B 2
GM

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1002.Planul orizontal imaginar, pe care orice imbarcare sau debarcare de


greutati nu modifica inaltimea metacentrica transversala, este denumit :
1.
2.
3.
4.

plan de forme;
plan neutru;
planul diametral
planul cuplului maestru

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1003.Pozitia centrului longitudinal al plutirii (LCF) este este masurata de


regula
1.
2.
3.
4.

intotdeauna de la perpendiculara pupa


intotdeauna de la cuplul maestru
de la cuplu maestru sau de la perpendiculara pupa
intotdeauna de la perpendiculara prova

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1004.Pozitia centrului longitudinal al plutirii (LCF) este influentata de


1.
2.
3.
4.

inaltimea metacentrica a navei pentru plutirea respectiva


forma suprafetei plutirii a navei
raza metacentrica pentru plutirea respectiva
pozitia este constanta pentru orice plutire a navei

c
d
e
f
g

c
d
e
f
g
c
d
e
f
g
c
d
e
f
g

1005.Precizia calculului de stabilitate si asieta depinde de :


1.
2.
3.
4.

natura marfurilor incarcate;


cantitatea de materiale de separatie si amaraj;
precizia intocmirii cargo-planului final;
acuratetea citirii pescajelor

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1006.Prin moment unitar de banda se intelege :


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1.
2.
3.
4.

deplasament unitar;
momentul capabil sa creeze navei o inclinare transversala unitara;
momentul capabil sa creeze navei o variatie unitara de asieta;
o stare de inclinare transversala.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1007.Prin pantocarena se intelege :


1.
2.
3.
4.

bratul stabilitatii de greutate


bratul stabilitatii statice;
bratul stabilitatii dinamice;
bratul stabilitatii de forma.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1008.Prin stabilitate se intelege :


1.
2.
3.
4.

o masura constructiva;
o calitate nautica;
o buna practica marinareasca;
o buna stare de navigabilitate.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1009.Prin testul de stabilitate se intelege :


1. verificarea stabilitatii initiale a navei incarcate;
2. determinarea pe cale experimentala a inaltimii metacentrice initiale si a
coordonatelor centrului de greutate pentru nava goala;
3. determinarea inaltimii metacentrice functie de perioada de ruliu;
4. determinarea cotei centrului de greutate a navei goale inainte de orice
incarcare

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1010.Produsul dintre deplasamentul navei si inaltimea metacentrica


initiala (considerat ca o masura a stabilitatii initiale) este denumit :

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1.
2.
3.
4.

factor de stabilitate;
coeficient de stabilitate;
moment de stabilitate;
criteriu de stabilitate.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1011.Punctul de intersectie a directiei de actiune a fortei de flotabilitate a


navei, cu planul ei diametral, este definit ca :
1.
2.
3.
4.

centrul de greutate al suprafetei plutirii


centru de carena;
metacentru longitudinal;
metacentru transversal.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1012.Reprezentarea grafica a lucrului mecanic efectuat de momentul de


redresare al navei, la diferite unghiuri de inclinare transversala, se
materializeaza in :
1.
2.
3.
4.

curbele de carene drepte;


curbele hidrostatice
curba de stabilitate statica;
curba de stabilitate dinamica.

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1013.Reprezentarea grafica a variatiei bratului de stabilitate statica, la


diferite unghiuri de inclinare transversala (pentru o anumita stare de
incarcare a navei), se materializeaza in :
1.
2.
3.
4.

curbele hidrostatice
curba de stabilitate dinamica;
curba de stabilitate statica;
curbele de carene drepte.

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1014.Rezerva de flotabilitate a navei este determinata de :


1.
2.
3.
4.

inaltimea pana la linia de plutire


inaltimea de constructie;
inaltimea de bord liber;
inaltimea de la linia de plutire la punctul maxim al navei

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1015.Rezerva de stabilitate dinamica este reprezentata de :


1. bordul liber;
2. aria delimitata de curba de stabilitate statica si valoarea unghiului de
inundare al puntii
3. aria delimitata de curba de stabilitate statica si valoarea unghiului critic de
ruliu
4. aria delimitata de curba stabilitatii statice si abscisa.

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1016.Riscul major prezentat de marfurile ambalate in saci de plastic


este :
1.
2.
3.
4.

contaminarea marfii;
compromiterea stabilitatii prin deplasarea marfii;
strivirea sacilor din randurile inferioare;
separarea ineficienta a loturilor.

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1017.Scoaterea navei din ruliu sincronizat se realizeaza eficient prin :


1.
2.
3.
4.

reducerea vitezei;
marirea vitezei;
shimbare de drum in directie opusa directiei valului
schimbarea de drum.

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1018.Semnificatia fizica a canarisirii navei este :


1.
2.
3.
4.

cresterea rezervei de stabilitate statica;


reducerea perioadei de ruliu;
reducerea rezervei de stabilitate dinamica
scaderea flotabilitatii navei

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1019.Situatia de nava dura (stiff ship) apare atunci cand


1. marfa cu greutate mai mare este stivuita la partea superioara a magaziilor
2. marfa cu greutate mai mare este stivuita pe punte
3. marfa cu greutate mare este stivuita la partea inferioara a magaziilor de
marfa
4. marfa cu greutate usoara este stivuita la partea inferioara a magaziilor de
marfa

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1020.Situatia de nava moale (tender ship) apare atunci cand


1. marfa cu greutate mai mare este stivuita la partea superioara a magaziilor
2. marfa cu greutate mai mica este stivuita pe punte
3. marfa cu greutate mare este stivuita la partea inferioara a magaziilor de
marfa
4. marfa cu greutate mare este stivuita la partea inferioara a magaziilor de
marfa

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1021.Stabilitatea initiala negativa se manifesta prin :


1. asieta negativa datorita inaltimii metacentrice negative
2. inclinarea navei datorita pozitiei foarte coborate a centrului de greutate
3. cresterea bratului de redresare datorita inaltimii metacentrice negative

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4. reducerea pantocarenei.

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1022.Studiul stabilitatii initiale a navei incarcate se face in scopul


aprecierii comportamentului navei :
1.
2.
3.
4.

pe vreme rea
inainte de terminarea incarcarii navei
la unghiuri mici si mari de inclinare transversala;
la unghiuri mici de inclinare transversala.

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1023.Suprafetele libere lichide de la bordul navei cauzeaza


1. cresterea bratului de stabilitate
2. reducerea bratului de stabilitate
3. atat cresterea cat si descresterea bratului de stabilitate functie de pozitia la
bordul navei a suprafetelor libere lichide
4. atat cresterea cat si descresterea bratului stabilitatii functie de nivelul
lichidului in tancuri

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1024.Teorema lui Euler poate fi aplicata in studiul stabilitatii :


1.
2.
3.
4.

la unghiuri mari de inclinare transversala;


la unghiuri mici de inclinare transversala;
la orice unghi de inclinare transversala;
la unghiuri de inclinarea care afecteaza stabilitatea navei

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1025.Unghiul critic de canarisire se considera :


1. jumatatea unghiului maxim de ruliu;
2. jumatatea unghiului critic de ruliu;

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3. jumatatea unghiului maxim de canarisire;


4. jumatatea unghiului de inundare a puntii.

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1026.Unghiul critic de ruliu se considera :


1.
2.
3.
4.

unghiul critic de canarisire;


unghiul corespunzator maximului diagramei statice;
unghiul de inundare a puntii;
jumatatea unghiului maxim de canarisire.

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1027.Unghiul de inclinare transversala al navei datorat alunecarii


cerealelor nu trebuie sa fie mai mare de
1.
2.
3.
4.

12 grade
12.5 grade
11.5 grade
15 grade

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1028.Unghiul de inclinare transversala corespunzator maximului


diagramei statice indica :
1.
2.
3.
4.

unghiul maxim de canarisire;


unghiul de inundare a puntii;
unghiul critic de canarisire;
unghiul maxim de ruliu.

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1029.Unghiul optim pentru amararea marfurilor impotriva deplasarii pe


orizontala a marfii este
1. 45 de grade fata de orizontala

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2. 35 de grade fata de orizontala


3. 25 de grade fata de orizontala
4. 60 de grade fata de orizontala

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1030.Unghiul optim pentru amararea marfurilor impotriva rasturnarii a


marfii este
1.
2.
3.
4.

intre 35 si 50 de grade fata de orizontala


intre 45 si 60 de grade fata de orizontala
intre 25 si 45 de grade fata de orizontala
peste 60 de grade fata de orizontala

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1031.Unghiurile de inclinare transversala se considera mici daca nu


depasesc
1.
2.
3.
4.

15 grade
aproximativ 10 grade
20 grade
10-15 grade

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1032.Valoarea optima a inaltimii metacentrice, la navele de pasageri,


este :
1.
2.
3.
4.

0,02 - 0,03 din latimea navei;


0,03 - 0,04 din latimea navei;
0,04 - 0,05 din latimea navei;
0,05 - 0,06 din latimea navei.

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1033.Valoarea pantocarenelor, pentru diferite unghiuri de inclinare


transversala, depinde exclusiv de :

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1.
2.
3.
4.

forma si dimensiunile corpului navei;


pozitia centrului de greutate in raport cu metacentrul
pozitia centrului de greutate al navei in raport cu centrul de carena
pozitia metacentrului in raport cu centrul de carena

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1034.Variatia distantei verticale dintre centrul de greutate al navei si


centrul de carena, corespunzatoare unei inclinari transversale,
determina :
1.
2.
3.
4.

bratul de redresare;
bratul stabilitatii statice;
bratul stabilitatii dinamice;
bratul stabilitatii de forma.

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1035.Constructia de nave petroliere cu tancuri separate de balast este o


cerinta a :
1.
2.
3.
4.

Conventia ISGOT
Conventiei SOLAS 74
Conventiei MARPOL 73/78;
Codului IBC.

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1036.Constructia si echiparea navelor care transporta produse chimice in


vrac este reglementata de :
1.
2.
3.
4.

Codul IBC;
Codul ISM;
Codul LSA;
Codul STCW.

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1037.Descarcarea navelor petroliere se realizeaza :

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1.
2.
3.
4.

numai cu pompele navei;


numai cu pompele terminalului;
cu pompele navei si cu pompele terminalului;
metoda de descarcare se stabileste prin contract.

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1038.Distanta masurata pe verticala, de la nivelul lichidului din tanc pana


la cerul tancului (sau alt punct de referinta), se defineste ca :
1.
2.
3.
4.

sonda;
inaltime de constructie;
spatiu de expansiune;
ulaj.

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1039.Exigentele maxime privind siguranta constructiei si mijloacelor de


salvare a vietii pe mare se intalnesc la :
1.
2.
3.
4.

navele de pasageri;
navele petroliere;
navele pasagere de tip Ro-Ro;
navele Ro-Ro.

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1040.Fiecarei nave petrolier ii este caracteristic un "Vessel Experience


Factor" care variaza fata de valorile obtinute de terminalul de incarcare
cu
1.
2.
3.
4.

plus sau minus 1%


plus sau minus 2%
plus sau minus 0.5%
plus sau minus 1.5%

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1041.IMO imparte tancurile pentru transportul gazelor lichefiate in


1. integrated tanks, membrane tanks, semi-membrane tanks
2. integrated tanks, membrane tanks, semi-membrane tanks, independent
tanks de tipul A, B si C
3. integrated tanks, membrane tanks, independent tanks de tipul A, B si C
4. membrane tanks, semi-membrane tanks, independent tanks de tipul A, B si
C

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1042.In calculul cantitatii de gaze lichefiate incarcate la bord cu valoarea


corectata a sondei masurata la cargotancul de marfa se intra in tablele de
calibrara a tancului si se obtine
1.
2.
3.
4.

valoarea volumului de lichid


valoarea volumului de lichid si vapori
volumul total al tancului
volumul de vapori

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1043.In calculul cantitatii de gaze lichefiate incarcate la bord volumul de


lichid si vapori se corecteaza
1. cu factorul de contractie al cargotancului
2. cu factorul de contractie al cargotancului cand temperatura marfii incarcate
este mai mica de 15 grade celcius
3. cu factorul de contractie al cargotancului cand temperatura marfii incarcate
este mai mica de 0 grade celcius
4. cu factorul de contractie al cargotancului cand temperatura marfii incarcate
este mai mica de -10 grade celcius

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1044.In calculul cantitatii de gaze lichefiate incarcate la bord volumul de


vapori se obtine prin

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1.
2.
3.
4.

corectarea volumului de lichid cu temperatura vaporilor


scaderea volumui de lichid din volumul tancului
corectarea volumului tancului cu densitatea vaporilor
corectarea volumului de lichid cu presiunea vaporilor

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1045.In calculul cantitatii de marfa al produselor petroliere "Vessel


Experience Factor"' se poate modifica pe durata de exploatare a navei
datorita
1.
2.
3.
4.

transportului de produse petroliere diferite


acumularea de sedimente
curatarea tancurilor la intrarea navei in santier
toate cele 3 situatii

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1046.In calculul cantitatii de marfa al produselor petroliere notiunea de


"Total Observed Volume' se refera la
1. volumul total masurat in tancul de marfa care include marfa, apa din marfa
si sedimentele
2. volumul total masurat in tancul de marfa care include marfa si sedimentele
3. volumul total masurat in tancul de marfa care include marfa si apa din
marfa
4. volumul total de marfa fara apa si sedimente

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1047.In calculul cantitatii de marfa al produselor petroliere notiunea de


"Vessel Experience Factor"' se refera la
1. diferenta dintre cantitatile de marfa obtinute prin calcul si cele obtinute la
terminalul de incarcare pentru ultimele 10 incarcari
2. diferenta dintre cantitatile de marfa obtinute prin calcul si cele obtinute la
terminalul de incarcare pentru ultimele 5 incarcari
3. diferenta dintre cantitatile de marfa obtinute prin calcul si cele obtinute la

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terminalul de incarcare fata de ultimul port de incarcare


4. diferenta dintre cantitatile de marfa obtinute prin calcul si cele obtinute la
terminalul de incarcare fata de ultimul port de decarcare

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1048.In calculul cantitatii de marfa al produselor petroliere transportate


in vrac cantitatea de "Free Water" se determina
1.
2.
3.
4.

cu ajutorul pastei de apa aplicata pe sonda


cu detectorul de interfata
cu pasta de apa sau detectorul de interfata
cu ajutorul tubului de ulaj

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1049.In calculul cantitatii de marfa al produselor petroliere transportate


in vrac, notiunea de "Free Water" exprima
1.
2.
3.
4.

apa aflata in cargo tanc aflata in separare fata de marfa incarcata


apa aflata in cargo tanc amestecata cu marfa incarcata
apa care ramane in cargo tanc dupa descarcarea marfii
apa separata de marfa la temperatura de 15 grade

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1050.In calculul cantitatii de marfa al produselor petroliere transportate


in vrac, notiunea de "Gross Observed Volume (GOV)" exprima
1. volumul total observat din care se scad sedimentele
2. volumul total observat din care se scad "apa libera" si sedimentele la
temperatura observata
3. volumul total observat impreuna cu "apa libera" si sedimentele la
temperatura observata
4. volumul total observat impreuna cu "apa libera" la care se scad sedimentele
la temperatura observata

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1051.In calculul cantitatii de marfa al produselor petroliere transportate


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in vrac, notiunea de "Gross Standard Volume (GSV)" exprima


1. volumul de marfa masurat fara apa dar cu sedimente in conditii standard de
presiune atmosferica si temperatura de 15 grade
2. volumul de marfa masurat impreuna cu apa si fara sedimente in conditii
standard de presiune atmosferica si temperatura de 15 grade
3. volumul de marfa masurat impreuna cu apa si sedimentele in conditii
standard de presiune atmosferica si temperatura de 15 grade
4. volumul de marfa masurat fara apa si sedimente in conditii standard de
presiune atmosferica si temperatura de 15 grade

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1052.In calculul cantitatii de marfa al produselor petroliere transportate


in vrac, notiunea de "On Board Quantity (OBQ)" exprima
1. resturile materiale (petrol, apa, sedimente) aflate in tancurile de marfa
inainte de inceperea operatiunii de incarcare
2. resturile materiale (apa, sedimente) aflate in tancurile de marfa, liniile de
marfa si in pompele aferente inainte de inceperea operatiunii de incarcare
3. resturile materiale (petrol, apa, sedimente) aflate in tancurile de marfa si
liniile de marfa inainte de inceperea operatiunii de incarcare
4. resturile materiale (petrol, apa, sedimente) aflate in tancurile de marfa,
liniile de marfa si in pompele aferente inainte de inceperea operatiunii de
incarcare

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1053.In calculul cantitatii de marfa al produselor petroliere transportate


in vrac, notiunea de "Volume Correction Factor (VCF)" exprima
1. factor determinat din tablele ASTM pe baza temperaturii observate si a
densitatii, pentru obtinerea volumului observat
2. factor determinat din tablele ASTM pe baza temperaturii observate si a
densitatii, pentru obtinerea volumului standard
3. factor determinat din tablele ASTM pe baza temperaturii observate si a
presiunii, pentru obtinerea volumului standard

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4. factor determinat din tablele ASTM pe baza temperaturii observate si a


densitatii, pentru obtinerea volumului de apa din marfa

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1054.In cazul navelor care transporta gaze lichefiate sub presiune


umplerea cargotancului poate fi
1.
2.
3.
4.

0.98
mai mare de 98%
mai mica de 98%
maxim 95%

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1055.In transportul gazelor lichefiate luarea de probe de marfa la bordul


navei presupune
1.
2.
3.
4.

probe de lichid si probe de vapori


probe de temperatura si probe de densitate
probe de lichid si probe de densitate
probe de vapori si probe de temperatura

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1056.Incarcare maxima a unui cargotanc cu gaze lichefiate este


determinata de
1.
2.
3.
4.

valoarea maxima a volumului tancului


valoarea maxima a volumului pe care-l poate ocupa marfa in tanc
maxim 95% din capacitatea tancului
reglarea supapelor de siguranta montate pe cargotanc

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1057.Incarcarea gazelor lichefiate se face prin una din urmatoarele


metode

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1.
2.
3.
4.

incarcarea cu retur de gaz la terminal sau incarcarea fara linie de retur


doar cu incarcarea cu retur de gaz la terminal
doar cu incarcarea fara retur de gaz la terminal
incarcarea cu retur de gaz sau fara retur de gaz la nava

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1058.Incarcarea navelor petroliere se realizeaza :


1. numai cu pompele navei;
2. numai cu mijloacele terminalului (pompe sau prin cadere libera);
3. cu pompele navei si cu mijloacele terminalului (pompe sau prin cadere
libera);
4. metoda de incarcare se stabileste prin contract.

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1059.Incarcarea navelor tanc pentru produse chimice se realizeaza :


1.
2.
3.
4.

numai cu pompele navei;


numai cu pompele terminalului;
cu pompele navei si cu pompele terminalului;
metoda de incarcare se stabileste prin contract.

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1060.Inertarea tancurilor de marfa pentru transportul gazelor lichefiate


presupune
1. operatiunea de inlocuire a aerului sau a vaporilor de marfa sau facerea lui
gas-free
2. operatiunea de inlocuire a vaporilor de marfa si facerea gas-free
3. operatiunea de inlocuirea a aerului si facerea gas-free
4. niciuna din cele trei situatii

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1061.Inspectarea cargotancurilor la transportul de gaze lichefiate se face


pentru a

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1. controlarii manuale a rotirii pompelor de marfa si detectarea eventualelor


zgomote in zona rulementilor
2. controlul starii flotoarelor instalatiei de masurare
3. inspectarea vizuala a barierei primare si a sondelor de temperatura
4. toate cele 3 raspunsuri sunt corecte

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1062.Inspectarea cargotancurilor la transportul de gaze lichefiate se face


pentru a
1.
2.
3.
4.

controlul functionarii dispozitivelor mecanice de alarmare la nivel inalt


indepartarea depozitelor de reziduri si spalarea tancului
niciun raspuns nu este corect
raspunsurile a si b sunt corecte

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1063.La incarcarea navelor transportoare de gaze lichefiate, racirea


tancurilor de marfa se realizeaza :
1.
2.
3.
4.

prin absorbtie;
prin compresie;
prin detenta;
pentru incarcarea acestor nave nu este necesara racirea tancurilor de marfa.

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1064.La navele care transporta marfuri lichide in vrac, cargo-planul se


prezinta ca o sectiune a navei in plan :
1.
2.
3.
4.

transversal;
orizontal;
vertical;
longitudinal-diametral.

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1065.La navele care transporta marfuri lichide in vrac, volumul ocupat


de marfa in tancuri se determina cu tablele de calibrare a tancurilor,
functie de :
1.
2.
3.
4.

temperatura marfii;
densitatea marfii;
ulajul marfii;
sonda tancului de marfa.

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1066.La navele tanc pentru transportul produselor chimice, tancurile de


marfa ai caror pereti nu se invecineaza sau nu fac parte din structura de
rezistenta a corpului navei sunt :
1.
2.
3.
4.

tancuri independente;
tancuri integrale;
tancuri gravitationale;
tancuri sub presiune.

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1067.La navele tanc pentru transportul produselor chimice, tancurile de


marfa avand o presiune indicata care nu depaseste 0,7 bari (la cerul
tancului) sunt :
1.
2.
3.
4.

tancuri independente;
tancuri integrale;
tancuri gravitationale;
tancuri sub presiune.

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1068.La navele tanc pentru transportul produselor chimice, tancurile de


marfa avand o presiune indicata de peste 0,7 bari (la cerul tancului)
sunt :

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1.
2.
3.
4.

tancuri independente;
tancuri integrale;
tancuri gravitationale;
tancuri sub presiune.

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1069.La navele tanc pentru transportul produselor chimice, tancurile de


marfa care fac parte din structura de rezistenta a corpului navei sunt :
1.
2.
3.
4.

tancuri independente;
tancuri integrale;
tancuri gravitationale;
tancuri sub presiune.

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1070.La navele transportoare de gaze lichefiate, protectia tancurilor de


marfa impotriva riscului de explozie se realizeaza :
1.
2.
3.
4.

cu abur;
cu gaz inert;
cu spuma chimica;
cu azbest.

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n
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1071.La navele transportoare de gaze lichefiate, racirea tancurilor de


marfa se realizeaza :
1.
2.
3.
4.

cu aer racit de instalatiile navei;


cu aer racit de instalatiile terminalului;
cu o cantitate mica de gaz lichefiat;;
racirea tancurilor de marfa nu este necesara.

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1072.La sondele efectuate in cargotancurile incarcate cu gaze lichefiate se


aplica urmatoarele corectii

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1.
2.
3.
4.

corectia de asieta si corectia de inclinare transversala


corectia de inclinare transversala si corectia indicatorului de nivel
corectia de asieta si corectia indicatorului de nivel
corectia de asieta, corectia indicatorului de nivel si corectia de inclinare
transversal

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1073.La tancurile petroliere, valoarea inaltimii metacentrice pentru nava


incarcata trebuie sa fie mai mare de :
1.
2.
3.
4.

0,02 din latimea navei;


0,04 din latimea navei;
0,06 din latimea navei;
0,08 din latimea navei.

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1074.Masurarea ulajelor, la bordul navelor petroliere, se poate face :


1.
2.
3.
4.

cu teurile de ulaj;
cu ruleta gradata;
cu instalatiile automate de citire a ulajelor;
cu toate cele trei metode mentionate.

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1075.Masuratorile efectuate la tancurile de marfa, prin ulaj sau sondare,


pot fi afectate de erori
1.
2.
3.
4.

erori datorita inclinarilor transversale (list)


erori datorate inclinarilor longitudinale (trim)
erori datorate atat inclinarilor transversale cat si inclinarilor longitudinale
aceste erori sunt de cele mai multe ori foarte mici si nu se iau in calcul

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1076.Masurile de prim ajutor in cazul accidentelor care implica marfuri

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periculoase (prezentate sub forma de trimitere la MFAG) sunt cuprinse


in fisele de securitate :
1.
2.
3.
4.

in sectiunea 1;
in sectiunea 3;
in sectiunea 5;
fisele de securitate nu cuprind aceste elemente.

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1077.Masurile de urgenta pentru navele care transporta marfuri


periculoase sunt cuprinse in Codul IMDG, in :
1.
2.
3.
4.

Volumul 1, Partea 2;
Volumul 2, Partea 3;
Volumul 3, Partea 2;
Volumul 3, Partea 1.

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1078.Materialele care emit spontan radiatii in domeniul invizibil, a caror


activitate specifica este mai mare de 70 k Bq/kg sunt marfuri periculoase
din:
1.
2.
3.
4.

clasa 6;
clasa 7;
clasa 8;
clasa 9.

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1079.Materialele radioactive sunt marfuri periculoase din:


1. clasa 5;
2. clasa 6;
3. clasa 7;

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4. clasa 8.

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1080.Pe timpul incarcarii gazelor lichefiate la nava se vor supraveghea


urmatorii parametrii
1. temperatura si presiunea la manifoldul de lichid, temperatura si presiunea
din cargo tancuri, inaltimea de lichid in cargo tanc
2. temperatura si presiunea la manifoldul de lichid, temperatura si presiunea
din cargo tancuri, inaltimea de lichid in cargo tanc, presiunea in spatiile de
izolare
3. temperatura si presiunea la manifoldul de lichid, temperatura si presiunea
din cargo tancuri, inaltimea de lichid in cargo tanc, presiunea in spatiile de
izolare, indicatiile detectoarelor de gaze
4. temperatura si presiunea la manifoldul de lichid, temperatura si presiunea
din cargo tancuri, inaltimea de lichid in cargo tanc, presiunea in spatiile de
izolare, indicatiile detectoarelor de gaze, deducerea prin calcul a volumelor
si debitelor

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1081.Pentru calculul cantitatii de marfa incarcata in cazul gazelor


lichefiate se fac urmatoarele masuratori
1. presiune, temperatura lichidului, temperatura vaporilor, nivelul lichidului,
densitatea lichidului
2. presiune, temperatura lichidului, temperatura vaporilor, nivelul lichidului
3. presiune, temperatura lichidului, nivelul lichidului, densitatea lichidului
4. presiune, temperatura vaporilor, nivelul lichidului, densitatea lichidului

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1082.Pentru calculul cantitatii de marfa incarcata in cazul transportului


de gaze lichefiate se foloseste urmatoarea metoda
1. transformarea densitatii lichidului la 15 grade in densitatea lichidului la
temperatura de incarcare sau transformarea volumului de lichid la

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temperatura de incarcare in volumul ocupat la 15 grade


2. transformarea volumului ocupat de lichid la temperatura de incarcare in
volumull ocupat la 15 grade
3. prin metoda ulajelor prin corectarea sondelor pentru factorul de contractie
al tancului
4. transformarea volumului ocupat de lichid la temperatura de incarcare in
volumull ocupat la 15 grade

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1083.Pentru calculul cantitatii de marfa incarcata in cazul transportului


de gaze lichefiate trebuiesc cunoscuti urmatorii factori
1. nivelul si temperatura marfii in stare lichida, presiunea si temperatura
marfii in stare gazoasa, densitatea marfii, asieta navei
2. nivelul presiunea si si temperatura marfii in stare lichida, densitatea marfii,
asieta navei
3. nivelul si temperatura marfii in stare lichida, presiunea si temperatura
marfii in stare gazoasa, densitatea marfii, asieta navei
4. nivelul si temperatura marfii in stare lichida, presiunea si temperatura
marfii in stare gazoasa, densitatea marfii, asieta navei, factorul de
contractie al tancului la temperatura marfii

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1084.Pentru calculul cantitatii de marfa prin metoda ulajelor,


temperatura marfii se masoara :
1.
2.
3.
4.

la fiecare tanc de marfa;


la minim trei tancuri de marfa;
la un singur tanc de marfa;
temperatura marfii se ia din "Certificatul de calitate si cantitate".

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1085.Pentru marfurile lichide in vrac, "Flash point" (al unui produs


petrolier) reprezinta

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1. cea mai joasa temperatura la care marfa va elibera in atmosfera vapori in


cantitati care atunci cand sunt amestecate cu aerul sunt suficiente pentru a
crea gaze explozive
2. cea mai ridicata temperatura la care marfa va elibera in atmosfera vapori in
cantitati care atunci cand sunt amestecate cu aerul sunt suficiente pentru a
crea gaze explozive
3. temperatura la care marfa va elibera in atmosfera vapori in cantitati care
atunci cand sunt amestecate cu aerul sunt suficiente pentru a crea gaze
explozive
4. niciuna din cele 3 situatii

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1086.Pentru transportul gazelor lichefiate se va tine cont de urmatoarele


1. punctul de fierbere la presiune atmosferica, presiunea de vapori la +45
grade si conditiile de transport (sub presiune sau refrigerat)
2. presiunea de vapori la +45 grade si conditiile de transport (sub presiune sau
refrigerat)
3. presiunea de vapori la +45 grade si conditiile de transport (sub presiune sau
refrigerat)
4. punctul de fierbere la presiune atmosferica, gradul de comprimare,
presiunea de vapori la +45 grade si conditiile de transport (sub presiune sau
refrigerat)

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1087.Pregatirea cargotancurilor pentru incarcarea gazelor lichefiate


presupune
1.
2.
3.
4.

indepartarea acumularilor de apa, rugina sau alte obiecte


aceste tipuri de tancuri nu se inspecteaza inainte de incarcare
curatarea cargo tancurilor se efectueaza doar la intrarea navei in santier
spalarea cargo tancurilor

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n
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1088.Pregatirea cargotancurilor pentru incarcarea gazelor lichefiate


presupune

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1.
2.
3.
4.

uscarea, inertarea si purjarea tancurilor de marfa


uscarea si inertarea tancurilor de marfa
uscarea si purjarea tancurilor de marfa
spalarea, uscarea, inertarea si purjarea tancurilor de marfa

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1089.Procesul de racire a tancurilor de marfa, la navele transportoare de


gaze lichefiate, dureaza intre :
1.
2.
3.
4.

30 - 45 ore;
25 - 40 ore;
20 - 35 ore;
15 - 30 ore.

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1090.Produsele chimice transportate in vrac pot prezenta urmatoarele


pericole
1.
2.
3.
4.

toxicitate
comprimare
decomprimare
scurgere

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1091.Produsele chimice transportate in vrac pot prezenta urmatoarele


pericole
1.
2.
3.
4.

reactivitate
poluare
inflamabile
toate cele 3 situatii

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1092.Protectia tancurilor petroliere impotriva riscului de explozie datorat

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electricitatii statice se realizeaza :


1.
2.
3.
4.

cu abur;
cu gaz inert;
cu spuma chimica;
la tancurile petroliere nu exista riscul acumularilor electrostatice.

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1093.Punerea sub frig a tancurilor de marfa pentru transportul gazelor


lichefiate presupune
1. racirea atmosferei si in mod progresiv a cargo tancului si a izolatiei
acestuia la o temperatura cat se poate de apropiata de cea a marfii
2. izolatiei la o temperatura cat se poate de apropiata de cea a marfii
3. racirea atmosferei si in mod progresiv a cargo tancului si a izolatiei
acestuia la o temperatura mai mica decat cea a marfii
4. racirea atmosferei si in mod progresiv a cargo tancului si a izolatiei
acestuia la o temperatura mai mica cu 10 gradedecat cea a marfii

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1094.Spalarea tancurilor de marfa la navele care trasporta produse


petroliere in vrac se face cu
1. cu apa, produse petrolire sau solventi chimici
2. spalarea cu apa (calda sau rece) cu ajutorul instalatiilor de spalare de la
bord
3. crude oil washing (COW)
4. toate cele 3 situatii

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1095.Transportul international al gazelor lichefiate pe mare este


reglementat de
1. Code for existing ships carrying liquefied gases in bulk

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2. Code for construction and equipment of ships carrying liquefied gases in


bulk
3. IGC code International code for construction and equipment for ships
carrying liquefied gases in bulk
4. toate cele 3 raspunsuri sunt corecte

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1096.Transportul pe mare al gazelor lichefiate se realizeza


1.
2.
3.
4.

sub presiune si refrigerat


doar refrigerat
doar sub presiune
sub presiune, refrigerat si comprimat

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n

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n

1097.Un gaz (altfel decat in solutie) care atunci cand este ambalat sub
presiune este in totalitate sub forma gazoasa, la temperatura de 20 grade
Celsius, este definit ca:
1.
2.
3.
4.

gaz comprimat;
gaz lichefiat;
gaz lichefiat refrigerat;
gaz in solutie.

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j
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m
n
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l
m
n

j
k
l
m
n

1098.Un gaz care, atunci cand este ambalat pentru transport este partial
lichid, datorita temperaturii sale scazute, este definit ca:
1.
2.
3.
4.

gaz comprimat;
gaz lichefiat;
gaz lichefiat refrigerat;
gaz in solutie.

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l
m
n

j
k
l
m
n
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m
n
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n

1099.Un gaz care, atunci cand este ambalat pentru transport este partial

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lichid, la temperatura de 20 grade Celsius, este definit ca:


1.
2.
3.
4.

gaz comprimat;
gaz lichefiat;
gaz lichefiat refrigerat;
gaz in solutie.

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k
l
m
n

j
k
l
m
n
j
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l
m
n

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l
m
n

1100.Un gaz comprimat care, atunci cand este ambalat pentru transport
este dizolvat intr-un solvent, este definit ca:
1.
2.
3.
4.

gaz comprimat;
gaz lichefiat;
gaz lichefiat refrigerat;
gaz in solutie.

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k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1101.The diagram shows loadline marks. How is the distance between S


and T calculated?
Maximizeaza

1. One forty-eighth of the summer draft


2. One sixtieth of the summer draft

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3. Four fifths of the FWA


4. Nine tenths of the FWA

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1102.In a 250,000 tonne VLCC, how many tonnes per hour would
typically be discharged by a single main cargo pump?
1.
2.
3.
4.

500 tonnes
1,000 tonnes
2,000 tonnes
4,000 tonnes

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n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1103.Bordul liber de iarna este egal cu:


1.

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k
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n

FV

1
TV
48

2.

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k
l
m
n

FV +

1
TPC
36

3.

j
k
l
m
n

FV

1
TPC
36

4.

j
k
l
m
n

FV +

1
TV
48

1104.Bordul liber in apa dulce este egal cu:

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1.

j
k
l
m
n

FV +

D
36TPC

2.

j
k
l
m
n

FV

D
40TPC

3.

j
k
l
m
n

FV +

D
48TPC

4.

j
k
l
m
n

FV

D
36TPC

1105.Bordul liber de iarna in Atlanticul de Nord este egal cu:


1.

j
k
l
m
n

FI 50mm( L 100m);

2.

j
k
l
m
n

FI (L<100m)

3.

j
k
l
m
n

FI ( L 100m);

4.

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FI + 50mm( L 100m).

1106.Bordul liber de vara se calculeaza in functie de :


1.
2.
3.
4.

latimea navei;
volumul de carena;
lungimea navei;
inaltimea de constructie.

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k
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n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1107.Bordul liber in apa dulce, la tropice, este egal cu:


1.

j
k
l
m
n

FV

D
;
40TPC

2.

j
k
l
m
n

FT

D
;
40TPC

3.

j
k
l
m
n

FV +

D
;
40TPC

4.

j
k
l
m
n

FT +

D
40TPC

1108.Bordul liber la tropice este egal cu :

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1.

j
k
l
m
n

FV

1
TV
48

2.

j
k
l
m
n

FV +

1
TPC
36

3.

j
k
l
m
n

FV

1
TV
36

4.

j
k
l
m
n

FV +

1
TPC
48

1109.Discul de bord liber (discul Plimssol) este traversat orizontal de o


banda metalica, avand dimensiunile ;
1.
2.
3.
4.

540 x 25 mm;
450 x 25 mm;
540 x 30 mm;
450 x 30 mm.

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m
n

j
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l
m
n
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m
n
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1110.Discul de bord liber (discul Plimssol) se materializeaza printr-un


inel metalic, aplicat pe bordajul navei, avand :
1.
2.
3.
4.

diametrul exterior 300 mm si diametrul interior 250 mm;


diametrul exterior 250 mm si diametrul interior 230 mm;
diametrul exterior 450 mm si diametrul interior 300 mm;
diametrul exterior 540 mm si diametrul interior 450 mm.

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1111.Linia de incarcare a marcii de tonaj, pentru apa de mare, se


materializeaza printr-o banda metalica avand dimensiunile :
1.
2.
3.
4.

230 x 25 mm;
250 x 30 mm;
380 x 25 mm;
450 x 30 mm.

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k
l
m
n
j
k
l
m
n

j
k
l
m
n
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l
m
n

1112.Linia de incarcare a marcii de tonaj, pentru apa dulce, se


materializeaza printr-o banda metalica avand dimensiunile :
1.
2.
3.
4.

450 x 30 mm;
300 x 25 mm;
250 x 30 mm;
230 x 25 mm.

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k
l
m
n
j
k
l
m
n

j
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l
m
n
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n

1113.Linia puntii de bord liber se materializeaza printr-o banda metalica


orizontala, aplicata pe bordajul navei, avand dimensiunile :
1.
2.
3.
4.

250 x 25 mm;
300 x 25 mm;
250 x 30 mm;
300 x 30 mm.

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m
n
j
k
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m
n

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l
m
n
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n

1114.Liniile de incarcare ale marcii de bord liber se materializeaza prin


benzi metalice orizontale, avand dimensiunile :
1.
2.
3.
4.

300 x 30 mm;
230 x 25 mm;
300 x 25 mm;
230 x 30 mm.

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1115.In caz de infestare puternica cu razatoare se recomanda deratizarea


navei :
1.
2.
3.
4.

cu momeli;
cu capcane;
prin fumigare;
deratizarea prin metodele mentionate nu este recomandabila.

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n

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n
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n

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n

1116.Ordinea de imbarcare si consum pentru greutatile lichide este data


de :
1.
2.
3.
4.

registrul de hidrocarburi;
informatia de stabilitate pentru comandant;
manualul companiei de navigatie;
normele registrului naval.

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k
l
m
n

j
k
l
m
n
j
k
l
m
n

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k
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n

1117.Unghiurile de inclinare transversala se considera mici daca fila


lacrimara nu este complet imersata si daca nu depasesc :
1.
2.
3.
4.

5 grade - 10 grade;
10 grade - 15 grade;
15 grade - 20 grade;
20 grade - 25 grade.

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n

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n
j
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n

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n

1118.Bordul liber de iarna in Altanticul de Nord, la navele pentru


transport cherestea cu lungime mai mica sau egala cu 100 m, se
calculeaza cu relatia:
1.

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FLI = FI + 50mm;

2.

j
k
l
m
n

FLI = FI 50mm;

3.

j
k
l
m
n

FLI = FI

4.

j
k
l
m
n

FLI = FI

1
Tv
36

1119.Bordul liber de iarna in Atlanticul de Nord, la navele pentru


transport cherestea cu lungime mai mare de 100 m, se calculeaza cu
relatia:
1.

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k
l
m
n

FLIAN = FI + 50 mm

2.

j
k
l
m
n

FLIAN = FI

3.

j
k
l
m
n

FLIAN = FI 50mm;

4.

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k
l
m
n

FLIAN = FLI + 50mm.

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1120.Bordul liber de iarna, la navele pentru transport cherestea, se


calculeaza cu relatia:
1.

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k
l
m
n

FLI = FLV +

1
Tv
36

2.

j
k
l
m
n

FLI = FLV

1
Tv
36

3.

j
k
l
m
n

FLI = FLV +

1
Tv
48

4.

j
k
l
m
n

FLI = FLV

1
Tv
48

1121.Bordul liber in apa dulce la tropice, la navele pentru transport


cherestea, se calculeaza cu relatia:
1.

j
k
l
m
n

FLTD = FLT

D
40TPC

2.

j
k
l
m
n

FLTD = FLT +

D
40TPC

3.

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FLTD = FLT

1
Tv
36

4.

j
k
l
m
n

FLTD = FLT +

1
Tv
36

1122.Bordul liber in apa dulce, la navele pentru transport cherestea, se


calculeaza cu relatia:
1.

j
k
l
m
n

FLD = FLV +

D
40TPC

2.

j
k
l
m
n

FLD = FLV

D
40TPC

3.

j
k
l
m
n

FLD = FLV

1
TV
36

4.

j
k
l
m
n

FLD = FLV +

1
Tv
36

1123.Bordul liber la tropice, la navele pentru transport cherestea, se


calculeaza cu relatia:
1.

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FLT = FLV

1
TLV
36

2.

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k
l
m
n

FLT = FLV +

1
TLV
36

3.

j
k
l
m
n

FLT = FLV

1
TLV
48

4.

j
k
l
m
n

FLT = FLV +

1
TLV
48

1124.

Utilizand factorul de corectie f c , corectia


de densitate se aplica deplasamentului cu
relatia:

1.

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k
l
m
n

D2 = D ' f c

2.

j
k
l
m
n

D2 = D1 f c
3.

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k
l
m
n

D2 = D' f c

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4.

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k
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m
n

D2 = D f c
]

1125.

Un container standard de 20 ' are


dimensiunile :

1.

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k
l
m
n

20 ' 8 ' 8 '

2.

j
k
l
m
n

20 ' 8 ' 8 ' 06 ''

3.

j
k
l
m
n

20 ' 8 ' 9 '

4.

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k
l
m
n

20 ' 8 ' 9 ' 06 ''

1126.

Un container de 20 ' high cube are


dimensiunile :

1.

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20 ' 8 ' 8 '

2.

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k
l
m
n

20 ' 8 ' 8 ' 06 ''

3.

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k
l
m
n

20 ' 8 ' 9 '

4.

j
k
l
m
n

20 ' 8 ' 9 ' 06 ''

1127.

Un container standard de 40 ' are


dimensiunile :

1.

j
k
l
m
n

40 ' 8 ' 8 '

2.

j
k
l
m
n

40 ' 8 ' 8 ' 06 ''

3.

j
k
l
m
n

40 ' 8 ' 9 '

4.

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40 ' 8 ' 9 ' 06 ''

1128.

Un container de 40 ' high cube are


dimensiunile :

1.

j
k
l
m
n

40 ' 8 ' 8 '

2.

j
k
l
m
n

40 ' 8 ' 8 ' 06 ''

3.

j
k
l
m
n

40 ' 8 ' 9 '

4.

j
k
l
m
n

40 ' 8 ' 9 ' 06 ''

1129.
Pentru o nava care pluteste in apa cu
densitatea de 1,020 t / m 3 si are un volum de
carena V= 25.500 m3 , deplasamentul calculat
are valoarea:

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1.
2.
3.
4.

25.000 t;
26.010 t;
26.000 t;
25.010 t.

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k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
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l
m
n

1130.
Pentru o nava avand bordul liber de vara
FV = 2,4m si pescajul de vara TV = 8,4m,
bordul liber la tropice F are valoarea:
T

1.
2.
3.
4.

2, 275 m;
2, 575 m;
2, 225 m;
2, 525 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1131.
Pentru o nava avand bordul liber de vara
FV = 2,4m si pescajul de vara
T = 8,4m,
bordul liber de iarna

1.
2.
3.
4.

FI are valoarea:

2,225 m;
2,275 m;
2,525 m;
2,575 m.

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k
l
m
n

j
k
l
m
n
j
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m
n

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n

1132.

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Pentru o nava avand bordul liber de iarna


FI = 1,80m si lungimea L=85 m, bordul
liber de iarna in Atlanticul de Nord F are
IAN
valoarea:

1.
2.
3.
4.

1,80 m;
1,85 m;
1,90 m;
1,95 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1133.
Pentru o nava avand bordul liber de iarna
FI = 2,40m si lungimea L=150m, bordul
liber de iarna in Atlanticul de Nord F are
IAN
valoarea:

1.
2.
3.
4.

2,40 m;
2,45 m;
2,50 m;
2,55 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1134.
Pentru o nava avand bordul liber de vara
FV = 2,4m deplasamentul D=9600 t si
afundarea pe unitate TPC=12 t/cm, bordul
liber in apa dulce FD are valoarea:

1. 2,8 m;
2. 2,6 m;

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3. 2,4 m;
4. 2,2 m.

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n

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n

1135.
Pentru o nava avand bordul liber la tropice
FT = 2,2m, deplasamentul D=9600 t si
afundarea pe unitate TPC=12 t/cm, bordul
liber in apa dulce la tropice F
are
DT
valoarea:

1.
2.
3.
4.

2,0 m;
2,2 m;
2,4 m;
2,6 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1136.
La o nava avand volumul de carena
V = 6.960 m 3 ( in apa de mare cu densitatea
= 1,022t / m3 ) si un tanc (cu lungimea
l=6,5 m si latimea b= 2,4 m) partial umplut
cu un lichid cu densitatea = 0,95t / m3
corectia inaltimii metacentrice pentru efectul
suprafetelor lichide GM are valoarea:

1.
2.
3.
4.

0,110 m;
0,100 m;
0,010 m;
0,001 m.

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1137.
La imbarcarea unei greutati w=525 t pe o
nava avand deplasamentul unitar TPC= 35
t/cm, variatia pescajului mediu T are
valoarea:

1.
2.
3.
4.

0,15 m;
0,20 m;
0,25 m;
0,30 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1138.
La deplasarea unei greutati w = 320 t, pe o
distanta de 8 m ( in plan longitudinal), la
bordul unei nave avand momentul unitar de
asieta MCT =160 t cm, variatia asietei t are
valoarea:

1.
2.
3.
4.

0,30 m;
0,25 m;
0,20 m;
0,16 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1139.

Pentru o nava avand pantocarena l f = 4,2m


si cota centrului de greutate KG= 7,2 m,
valoarea bratului stabilitatii statice ls,
corespunzatoare unei inclinari transversale
= 30 o , are valoarea:

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1.
2.
3.
4.

0,4 m;
0,5 m;
0,6 m;
0,7 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1140.
Pentru o nava avand bratului stabilitatii
statice l s = 0,5m si cota centrului de
greutate KG= 8,2 m, valoarea pantocarenei
l f , corespunzatoare unei inclinari
transversale = 30 o , are valoarea:

1.
2.
3.
4.

4,2 m;
4,4 m;
4,6 m;
4,8 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1141.
Pentru o nava de transport cherestea avand
bordul liber de vara FLV = 2,2m si pescajul
de vara TV = 5,4m, bordul liber de iarna F
LI
are valoarea:

1.
2.
3.
4.

2,25 m;
2,35 m;
2,45 m;
2,55 m.

file://D:\TTM-2012%20ANR\ttm2012-2.html

j
k
l
m
n

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n
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1142.
Pentru o nava de transport cherestea avand
bordul liber de vara FLV = 2,4m si pescajul
de vara TV = 7,20m, bordul liber la tropice

FLT are valoarea:

1.
2.
3.
4.

2,25 m;
2,35 m;
2,45 m;
2,55 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1143.
Pentru o nava de transport cherestea avand
bordul liber de vara FLV = 2,2m ,
deplasamentul D=5400 t si afundarea pe
unitate TPC=15t/cm, bordul liber in apa
dulce F are valoarea:
LD

1.
2.
3.
4.

2,10 m;
2,11 m;
2,12 m;
2,13 m.

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n

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n
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1144.

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Pentru o nava de transport cherestea avand


bordul liber la tropice FLT = 2,4m,
deplasamentul D=6000 t si afundarea pe
unitate TPC=15 t/cm, bordul liber in apa
dulce la tropice F are valoarea:
LTD

1.
2.
3.
4.

2,1 m;
2,2 m;
2,3 m;
2,4 m.

j
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m
n
j
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n
j
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1145.
Pentru o nava de transport cherestea avand
lungimea de 80 m si bordul liber de iarna
FI = 1,8m, bordul liber de iarna in Atlanticul
de Nord F are valoarea:
LIAN

1.
2.
3.
4.

1,80 m;
1,85 m;
1,90 m;
1,95 m.

j
k
l
m
n

j
k
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m
n
j
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m
n

j
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n

1146.
Pentru o nava de transport cherestea avand
lungimea de 120 m si bordul liber de iarna
F = 2,2m, bordul liber de iarna in
I

Atlanticul de Nord FLIAN are valoarea:

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1.
2.
3.
4.

2,2 m;
2,4 m;
2,6 m;
2,8 m.

j
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n

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m
n
j
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n
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1147.
Pentru o nava avand deplasamentul final
D f = 32.500t ( la masuratorile initiale) si
D f = 80250 t ( la masuratorile finale), iar

totalul greutatilor lichide Gl = 15150t ( la


masuratorile initiale) si G = 4050t ( la
l
masuratorile finale) cantitatea de marfa
incarcata va fi de:

1.
2.
3.
4.

28.550 t;
65.100 t;
47.750 t;
58.850 t.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1148.
Pentru o nava avand deplasamentul final
D f = 80050 t ( la masuratorile initiale) si
D f = 31750 t ( la masuratorile finale), iar

totalul greutatilor lichide G = 3250t ( la


l
masuratorile initiale) si G = 14500t ( la
l
masuratorile finale) cantitatea de marfa
descarcata va fi de:

1. 30.550 t;
2. 76.800 t;

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4. 65.550 t.

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1149.
Pentru o nava avand distanta prova
l pv = 0,45m, asieta t= + 0,8 m si lungimea
intre perpendiculare LIP = 60 m, corectia de
asieta a pescajului prova x are valoarea:

1.
2.
3.
4.

+0,006 m;
-0,006 m;
+0,008 m;
-0,008 m.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
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l
m
n

1150.
Pentru o nava avand distanta pupa
l pp = 0,5m, asieta t= -1,2 m si lungimea intre
perpendiculare LIP =120 m, corectia de
asieta a pescajului pupa y are valoarea:

1.
2.
3.
4.

+0,005 m;
-0,005 m;
+0,008 m;
-0,008 m.

j
k
l
m
n
j
k
l
m
n

j
k
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m
n
j
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m
n

1151.

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Pentru o nava avand pescajul prova corectat


T pvcor = 12,80 m, pescajul pupa corectat
T ppcor = 13,20 m si pescajul centru

Tc = 13,12m, pescajul de medie a mediilor


T ' M / M are valoarea:

1.
2.
3.
4.

13,07 m;
13,08 m;
13,09 m;
13,10 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
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l
m
n

1152.
Pentru o nava avand deplasamentul
D ' = 32800 t ( in apa cu densitatea
1 = 1,013t / m3 ) si deplasamentul unitar
TPC=24 t/cm, corectia de densitate a
pescajului T are valoarea:

1.
2.
3.
4.

0,134 m;
0,164 m;
0,136 m;
0,138 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
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l
m
n

1153.
Pentru o nava avand deplasamentul
D ' = 28400 t ( in apa cu densitatea
1 = 1,013t / m3 ) si deplasamentul unitar
TPC=24 t/cm, corectia de densitate a
pescajului D are valoarea:

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1.
2.
3.
4.

340,8 t;
280,3 t;
287,6 t;
315,5 t.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
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m
n

1154.
Pentru o nava avand lungimea intre
perpendiculare LIP = 120 m, asieta t = -0,8
m, deplasamentul unitar TPC = 54 t/cm si
abscisa centrului de greutati al suprafetei de
plutire X F = -0,5 m, corectia de asieta a
deplasamentului D are valoarea:

1.
2.
3.
4.

0,18 t;
18 t;
16,2 t;
36 t.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1155.
Pentru o nava avand deplasamentul final
D f = 34.600t si totalul greutatilor lichide
Gl = 12.800t ( inaintea inceperii incarcarii)
iar greutatea navei goale D = 21655t ,
0
constanta navei K are valoarea:

1.
2.
3.
4.

25,745 t;
12,945 t;
290 t;
145 t.

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1156.
Pentru o nava avand deplasamentul final
D f = 25250 t si totalul greutatilor lichide
Gl = 950t ( dupa terminarea descarcarii) iar
greutatea navei goale D = 24135t , constanta
0
navei K are valoarea:

1.
2.
3.
4.

11,15 t;
206,5 t;
330 t;
165 t.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1157.
Pentru o nava avand pescajul mediu
Tm = 5,4m ( in apa cu densitatea
= 1,005t / m3 ) si toleranta de pescaj pentru
apa dulce T = 0,2m la intrarea in apa cu
densitatea = 1,020t / m3 pescajul mediu T
m
va avea valoarea:

1.
2.
3.
4.

5,28 m;
5,52 m;
5,73 m;
5,07 m.

j
k
l
m
n
j
k
l
m
n

j
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n
j
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m
n

1158.

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La o nava avand deplasamentul D = 8000 t,


deplasarea unei greutati w =100 t pe o
distanta d = 20 m va determina o deplasare a
centrului de greutate al navei GG egala cu;
1

1.
2.
3.
4.

4 m;
2 m;
0,25 m;
0,50 m.

j
k
l
m
n

j
k
l
m
n
j
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n
j
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1159.
La o nava avand deplasamentul D = 4 800 t,
imbarcarea unei greutati w =200 t pe o
distanta d = 50 m va determina o deplasare a
centrului de greutate G va determina o
deplasare a acestuia GG1 egala cu;

1.
2.
3.
4.

2,08 m;
2 m;
0,5 m;
4 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
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m
n

1160.
La o nava avand deplasamentul D = 5400 t,
imbarcarea unei greutati w =400 t pe o
distanta d = 50 m fata de centrul de greutate
G va determina o deplasare a acestuia GG1
egala cu;

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1.
2.
3.
4.

3,70 m;
0,5 m;
0,75 m;
4 m.

j
k
l
m
n

j
k
l
m
n
j
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n
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1161.
La o nava avand deplasamentul D = 6300 t si
cota centrului de greutate KG = 6 m,
descarcarea unei greutati w =300 t situate la
2 m deasupra chilei va determina o deplasare
a centrului de greutate GG1 egala cu;

1.
2.
3.
4.

0,2 m;
0,19;
0,25 m;
0,50 m.

j
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n
j
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n

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1162.
Maximizeaza
La o nava avand deplasamentul D = 8000 t si cota centrului de greutate KG = 7,5 m, dupa
imbarcarea unei greutati w1 = 400t intr-o pozitie situata la 5 m deasupra chilei) si
debarcarea unei greutati w2 = 800t ( dintr-o pozitie situata la 6 m deasupra chilei) cota
centrului de greutate KG1 va fi egala
cu:

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1.
2.
3.
4.

7,526m;
7,150 m;
7,250 m;
7,350 m.

j
k
l
m
n

j
k
l
m
n
j
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n
j
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m
n

1163.
La o nava avand deplasamentul unitar TPC
= 24 t/cm, pescajul prova T pv = 4,8m si
pescajul pupa Tpp = 5,4m, imbarcarea unei
greutati w = 120 t pe verticala care trece prin
centrul plutirii F va face ca valoarea
pescajului mediu rezultat Tm sa fie:

1.
2.
3.
4.

5,1 m;
5,15 m;
5,20 m;
5,25 m.

j
k
l
m
n
j
k
l
m
n

j
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l
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n
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n

1164.
La o nava avand deplasamentul unitar TPC
= 30 t/cm, pescajul prova T = 8,2m si
pv

pescajul pupa T = 8,6m, debarcarea unei


pp
greutati w = 450 t pe verticala care trece prin
centrul plutirii F va face ca valoarea
pescajului mediu rezultat Tm sa fie:

1. 8,25 m;
2. 8,30 m;

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3. 8,35 m;
4. 8,40 m.

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1165.
O nava cu lungimea LIP = 120 m are
pescajul prova T pv = 8,2m, pescajul pupa
T pp = 8,8m, deplasamentul unitar TPC = 24
t/cm si momentul unitar de asieta MCT =
120 t cm ( centrul plutirii F se afla in planul
cuplului maestru). Dupa imbarcarea unei
greutati w = 120 t la o distanta d = 60 m spre
prova fata de cuplul maestru, pescajele

rezultate T si T pp vor avea valorile:


pv

1.

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n

T pv = 8,25m / T pp = 8,85m;

2.

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m
n

T pv = 8,55m / T pp = 8,55m;

3.

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m
n

T pv = 8,85m / T pp = 8,25m;

4.

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n

T pv = 8,45m / T pp = 8,65m;

1166.

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O nava cu lungimea LIP = 100 m are


pescajul prova Tpv = 7m, pescajul pupa
T pp = 7,5m, deplasamentul unitar TPC =

20t/cm si momentul unitar de asieta MCT =


120 t cm ( centrul plutirii F se afla la 5 m
spre pupa fata de cuplul maestru). Dupa
imbarcarea unei greutati w = 200 t la o
distanta d = 20 m spre pupa fata de cuplul
maestru, pescajele rezultate T pv si T pp vor
avea valorile:

1.

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k
l
m
n

T pv = 7,0 m / T pp = 7,64 m;

2.

j
k
l
m
n

T pv = 6,86 m / T pp = 7,61m;

3.

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k
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m
n

T pv = 6,96 m / T pp = 7,71m;

4.

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n

T pv = 6,98m / T pp = 7,70 m.

1167.

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O nava are pescajul prova Tpv = 7m, pescajul


pupa Tpp = 8m si momentul unitar de asieta
MCT = 160 t cm. Ce cantitate de balast
trebuie imbarcata intr-un tanc avand centrul
de greutate la 50 m spre prova fata de centrul
plutirii F, pentru a aduce nava la o asieta
apupata t = 0,3 m?:

1.
2.
3.
4.

1000 t;
250t;
256 t;
640 t.

j
k
l
m
n

j
k
l
m
n
j
k
l
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n
j
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n

1168.
O nava are pescajul prova Tpv = 6m, pescajul
pupa Tpp = 7,5m si momentul unitar de asieta
MCT = 160 t cm. Ce cantitate de balast
trebuie imbarcata intr-un tanc avand centrul
de greutate la 80 m spre prova fata de centrul
plutirii F, pentru a aduce nava pe chila
dreapta?:

1.
2.
3.
4.

300 t;
800 t;
750 t;
250 t.

j
k
l
m
n

j
k
l
m
n
j
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n
j
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m
n

1169.

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O nava are pescajul mediu Tm = 6,4m ( in


apa cu densitatea = 1,012t / m3 ) si
toleranta de pescaj pentru apa dulce
T = 0,25m. care va fi valoarea pescajului
mediu Tm la trecerea in apa cu densitatea
= 1,020t / m3 ?:

1.
2.
3.
4.

6,12 m;
6,24 m;
6,30 m;
6,32 m.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1170.
O nava are pescajul de vara Tv = 8,50m si
toleranta de pescaj pentru apa dulce
T = 0,18m.
Care va fi pescajul pana la care poate incarca
nava intr-un port fluvial avand densitatea
apei = 1,005t / m3 ?:

1.
2.
3.
4.

8,60 m;
8,64 m;
8,58 m;
8,52 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
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m
n

1171.

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La o nava avand deplasamentul D= 9000 t


deplasarea unei greutati w = 240 t pe o
distanta d = 15 m va determina o deplasare a
centrului de greutate al navei GG egala cu:
1

1.
2.
3.
4.

0,5 m;
0,8 m;
0,6 m;
0,4 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1172.
La o nava avand deplasamentul D=8500 t,
imbarcarea unei greutati w = 250 t la o
distanta d= 60 m fata de centru de greutate G
va determina o deplasare a acestuia GG
1
egala cu:

1.
2.
3.
4.

1,71 m;
1,76 m;
1,81 m;
1,86 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1173.
La o nava avand deplasamentul D=6300 t,
imbarcarea unei greutati w = 300 t la o
distanta d= 40 m fata de centru de greutate G
va determina o deplasare a acestuia GG1
egala cu:

1. 1,9 m;

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2. 2,0 m;
3. 2,1 m;
4. 2,2 m.

j
k
l
m
n

j
k
l
m
n
j
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l
m
n

1174.
La o nava avand deplasamentul D=8400 t, si
cota centrului de greutate KG = 6,5 m. Care
va fi valoarea centrului de greutate KG1
dupa descarcarea unei greutati w = 250 t
situate la 2 m deasupra chilei?:

1.
2.
3.
4.

6,63 m;
6,50 m;
6,45 m;
6,36 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1175.
O nava are deplasamentul D = 7800 t si cota
centrului de greutate KG = 4,5 m. Care va fi
valoarea cotei centrului de greutate KG1
dupa deplasarea unui colet cu greutatea w =
500 t, din magazia inferioara in corridor, pe
o distanta verticala de 5,8 m?:

1.
2.
3.
4.

4,90 m;
4,87 m;
4,51 m;
4,12 m.

j
k
l
m
n

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

1176.

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Un colet cu greutatea w = 250 t este


imbarcat pe o nava la 5 m deasupra centrului
de greutate al acesteia. Inaintea imbarcarii
coletului cota centrului de greutate al navei
KG = 6,5 m, iar dupa imbarcarea coletului
deplasamentul navei D = 5500 t. Care va fi
valoarea cotei centrului de greutate KG
1
dupa imbarcarea coletului?:

1.
2.
3.
4.

6,85 m;
6,61 m;
6,73 m;
6,75 m;

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
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n

1177.
O nava are deplasamentul D = 4800 t si cota
centrului de greutate KG = 5,2. Care va fi
valoarea cotei centrului de greutate al navei
KG1 incarcarea unui lot de marfa avand
greutatea w = 850 t ( cota centrului de
greutate al lotului de marfa este situate la 2,
5 m deasupra chilei) ?:

1.
2.
3.
4.

4,67 m;
4,72 m;
4,75 m;
4,79 m.

j
k
l
m
n
j
k
l
m
n

j
k
l
m
n
j
k
l
m
n

1178.

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O nava are deplasamentul D= 8750 t si cota


centrului de greutate KG=6,8 m. Care va fi
valoarea cotei centrului de greutate al navei
KG1 dupa presarea unui tanc de balast gol
din dublu fund, avand capacitatea totala de
240 t ( centrul de greutate al tancului se afla
la 0,75 m deasupra chilei) ?:

1.
2.
3.
4.

6,64 m;
6,46 m;
6,80 m;
6,72 m.

j
k
l
m
n
j
k
l
m
n
j
k
l
m
n

j
k
l
m
n

1179.
O nava pleaca din port cu un deplasament
D= 7500 t si cota centrului de greutate KG =
6,2 m. Pe timpul marsului consuma 150 t
combustibil ( dintr-un tanc avand cota
centrului de greutate situate la 0,6 m
deasupra chilei), 50 t apa dulce ( dintr-un
tanc avand cota centrului de greutate situate
la 8,5 m deasupra chilei) si 40 t provizii
( dintr-un compartiment avand cota centrului
de greutate situata la 10 m deasupra chilei).
Care va fi cota centrului de greutate al navei
KG la sosirea in portul de destinatie?:
1

1.
2.
3.
4.

6,08 m;
6,28 m;
6,30 m;
6,26 m.

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n

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n

1180.

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O nava are bordul libet de vara Fv = 2,2m,


pescajul de vara Tv = 8,4m, deplasamentul D
= 8500 t si deplasamentul unitar TPC = 14
t/cm. Care va fi valoarea bordului liber in
apa dulce la tropice F ? :
DT

1.
2.
3.
4.

1,853 m;
1,860 m;
1,870 m;
1,873 m.

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1181.
O nava are pescajul prova Tpv = 6,4m,
pescajul pupa Tpp = 6,8m si deplasamentul
unitar TPC = 30 T/CM. Care va fi valoarea
pescajului mediu T dupa imbarcarea la bord
m
a unei greutati w = 480 t ?

1.
2.
3.
4.

6,74 m;
6,70 m.
6,72 m;
6,76 m;

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n

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n

1182.
O nava are pescajul prova T pv = 6,5m,
pescajul pupa Tpp = 6m si momentul unitar
de asieta MCT = 150 t cm. Ce cantitate de
apa de mare trebuie debalastata dintr-un tanc
avand centrul de greutate la 75 m spre prova
nava pe chila dreapta?:

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1.
2.
3.
4.

200 t;
150 t;
100 t;
75 t.

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n

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78. 1. g
c 3. g
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c 2. g
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f
b 4. g
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79. 1. g
b 3. g
c
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f
b 2. g
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c 4. g
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c
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80. 1. g
b 2. g
c
d
e
f
b 3. g
c
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f
c 4. g
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b
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f
81. 1. n
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83. 1. n
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84. 1. n
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86. 1. n
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87. 1. n
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88. 1. n
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90. 1. n
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91. 1. n
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92. 1. n
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93. 1. n
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94. 1. n
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95. 1. n
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96. 1. n
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97. 1. n
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98. 1. n
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99. 1. n
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100. 1. n
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101. 1. n
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102. 1. n
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103. 1. n
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104. 1. n
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105. 1. n
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106. 1. n
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107. 1. n
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108. 1. n
i 2. n
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1021. 1. n
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1022. 1. n
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1023. 1. n
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1024. 1. n
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1026. 1. n
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1028. 1. n
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1029. 1. n
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1030. 1. n
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1031. 1. n
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1033. 1. n
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1035. 1. n
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1036. 1. n
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1038. 1. n
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1039. 1. n
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1040. 1. n
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1041. 1. n
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1042. 1. n
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1043. 1. n
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1044. 1. n
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1045. 1. n
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1046. 1. n
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1047. 1. n
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1050. 1. n
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1051. 1. n
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1052. 1. n
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1053. 1. n
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1054. 1. n
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1059. 1. n
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file://D:\TTM-2012%20ANR\ttm2012-2.html

6/1/2012