TRƯỜNG ĐH HÀNG HẢI –
KHOA HÀNG HẢI – BỘ MÔN HÀNG HẢI HỌC
CARGO
HANDLING 1 – TEST NUMBER 1 Date: …
Class: ……… … … … Student name: …… … …
… … … … .. .. .. Student code: …
Circle the correct answers, please be noted that some
questions have more than one correct answers
1) What height you can find in hydrostatic table
A. Height of Center of
Gravity KG B.
Height of Center of Buoyancy KB
C. Height of
Transverse of Metacenter KM D.
Height of main deck KD
2) In what case the ship is considered as stable?
A. GM negative B.
GM positive
C. GM null D.
All answers A, B, C
3) MV Centery Star is floating in port at final mean
draught 13.05m, we look in the hydrostatic table and found that the
displacement is 80,524MT? We say that:
A. The whole ship
weight 80,524MT B. The weight of
displaced water is 80,524MT
C. The total of
deadweight is 80,524MT D. All answers A, B, C are
wrong
4) Which is the formula for calculating the Height of
Center of Gravity of ship?
A. 
B.
B.
C. 
D. 
D.
5) Which is the formula for calculating the Metacentric
Height GM?
A. GM = 
B. GM = KN sin j
B. GM = KN sin j
C. GM = KM - KG D.
GM = KM - KG
6) Which is the formula for calculating the Righting Arm
GZ?
A. GZ = KZ - KG B.
GZ = KN - KG sin j
C. GZ = KZ sin j
- KG sin j D.
GZ = GM sin j
7) What factors will be used for stability assessment?
A. Only Metacentric
Height B.
Height of Buoyancy
C. GZ and GM D.
Displacement
8) Why the righting arm is needed for stability
assessment?
A. When the listing
angle is large the metacenter will be moved
B. Metacentric height
is enough for assessment of ship stability
C. Vessel rolling
around center of floating surface
D. Heavy cargo will
move the center of gravity down.
9) As per Intact Stability Code, what are the stability
criteria?
A. The area under the
righting lever curve (GZ curve) shall not be less than 0.055 metre-radians up
to j = 30° angle of heel
and not less than 0.09 metre-radians up to
j = 40° or the angle of down-flooding jF
if this angle is less than 40°. Additionally, the area under the righting lever
curve (GZ curve) between the angles of heel of 30° and 40° or between 30° and jF,
if this angle is less than 40°, shall not be
less than 0.03 metre-radians.
B. The righting lever
GZ shall be at least 0.2m at an angle of heel equal to or greater than 30°
C. The maximum
righting lever shall occur at an angle of heel not less than 25°. If this is not practicable, alternative
criteria, based on an equivalent level of safety, may be applied subject to the
approval of the Administration
D. The initial
metacentric height GMo shall not be less than 0.15m.
10) As per MARPOL Annex I regulation 27, what are the
stability criteria for tankers?
A. In port, the
initial metacentric height GMo, corrected for the free surface measured at 0°
heel, shall be not less than 0.15 m
B. The area under the
righting lever curve (GZ curve) shall not be less than 0.055 metre-radians up
to θ = 30° angle of heel and not less than 0.09 metre-radians up to θ =
40° or the angle of flooding θf if this angle is less than 40°. Additionally,
the area under the righting lever curve (GZ curve) between the angles of heel
of 30° and 40° or between 30° and θf, if this angle is less than 40°, shall not
be less than 0.03 metre-radians;
C. The righting lever
GZ shall be at least 0.2m at an angle of heel equal to or greater than 30°;
D. The maximum
righting arm shall occur at an angle of heel preferably exceeding 30° but not
less than 25°.
11) As per code of safe practice for ships carrying
timber deck cargoes, what are the stability criteria for timber ship?
A. The master should
ensure that the ship condition complies with its stability booklet at all
times.
B. A ship carrying
timber deck cargo should continue to comply with applicable damage stability requirements,
and, additionally, particularly the timber deck cargo requirements. Since
excessive GM values induce large accelerations, GM should preferably not exceed
3% of the breadth of the vessel.
C. According to the
2008 Intact Stability Code, account may be taken of the buoyancy of timber deck
cargo when calculating stability curves, assuming that such cargo has a
permeability up to 25%. Permeability is defined as the percentage of empty
space of the volume occupied by the deck cargo. Additional curves of stability
may be required if the Administration considers it necessary to investigate the
influence of different permeability and/or assumed effective height of the deck
cargo. 25% permeability corresponds to
sawn wood cargo and 40%-60% permeability corresponds to round wood cargo with
increasing permeability with increasing log diameters.
D. The initial metacentric
height GMo, corrected for the free surface measured at 0° heel, shall be not
less than 0.50 m
12) As per International Grain Code, what are the
stability criteria for grain ship?
A. The angle of heel
due to the shift of grain (θi) shall be not greater than 12 degrees or the
angle at which the deck edge is immersed, whichever is the lesser.
B. The net or
residual area (Ar) between the heeling arm curve and righting arm curve up to
angle of heel of maximum difference between the ordinates of the two curves
(θm), or 40 degrees or the angle of flooding (θf), whichever is the least,
shall be not less than 0.075 meter-radians.
C. The bulk grain
shall be filled to the maximum extent possible in way of the hatch opening but
may be at its natural angle of repose outside the periphery of the hatch
opening.
D. The initial
metacentric height after correction for the free surface effects of liquids in
tanks (GoM) shall be not less than 0.30 meters.
13) What are the types of cargo carried through the sea?
A. General cargoes B.
Cargo required special arrangement
C. Container cargo;
Liquid bulk; Dry bulk; Break bulk; Ro-ro cargo
D. Dangerous goods
14) What
is the following label?
A. Marking label
B. Product label
C. Shipping label
D. Export label
15) What are the causes of cargo damage?
A. Lack of export
packaging; Increased use of weak retail packaging; Inadequate ventilation.
B. Wrong choice of
container; Poor condition of container; Lack of effective container interchange
inspection.
C. Ineffective
sealing arrangements; Lack of clear carriage instructions; Ineffective internal
cleaning.
D. Contaminated
floors (taint); Wrong temperature settings; Condensation; Overloading.
16) Cargo can be damaged by what reasons?
A. Poor distribution
of cargo weight; Wrong air flow settings; Wrongly declared cargo; Damaged,
worn, mixed securing equipment; Wrong use of temperature controls; Poor
monitoring of temperatures.
B. B/L temperature notations
misleading/unachievable; Lack of reefer points; Stack weights exceeded.
C. Heavy containers
stowed on light; Fragile cargoes stowed in areas of high motion.
D. Heat sensitive
cargoes stowed on/adjacent to heated bunker tanks or in direct sunlight; Organized
crime.
17) What is the absolute humidity?
A. Measure of water
vapor (moisture) in the air, regardless of temperature. It is expressed as
grams of moisture per cubic meter of air (g/m3).
B. Weight of water
vapor (moisture) in the air, regardless of temperature. It is expressed as
grams of moisture per cubic meter of air (g/m3).
C. Volume of water
vapor (moisture) in the air, regardless of temperature. It is expressed as
grams of moisture per cubic meter of air (g/m3).
D. The
maximum absolute humidity of warm air at 30°C/86°F is approximately 30g of
water vapor - 30g/m3. The maximum absolute humidity of cold air at 0°C/32°F is
approximately 5g of water vapor - 5g/m3.
18) What is the relative humidity?
A. The amount of
water vapor in the air at any given time is usually less than that required to
saturate the air. The relative humidity is the percent of saturation humidity,
generally calculated in relation to saturated vapor density.
B. 
C. The most common
units for vapor density are gm/m3. For example, if the actual vapor density is
10 g/m3 at 20°C compared to the saturation vapor density at that temperature of
17.3 g/m3.
D. Relative humidity
is the amount of moisture in the air compared to what the air can
"hold" at that temperature. When the air can't "hold" all
the moisture, then it condenses as dew.
19) Why can the Dry Wet Thermometer measure the humidity?
A. It measure the
percent of vapor in 1 cubic metre.
B. It measure the
weight of water vapor in 1 cubic metre.
C. The temperature of
wet bulb is depended on the rate of vaporization. And the vaporizing rate is
depended on the relative humidity.
D. The absolute
humidity is a function of dry bulb temperature and the difference between 2 bulbs.
20) The dry bulb is 260C; the wet bulb is 170C;
Please find how much is the percent of relative humidity?
A. 57% B. 51% C. 45% D. 39%
21) Why is the wet bulb temperature lower than the dry
bulb temperature?
A. Because the water
vaporization will take off the heat of everything surround.
B. Because the water
temperature is lower C. The
rag have lower temperature
D. The wet-bulb
temperature is
the temperature read by a
thermometer covered in water-soaked cloth (wet-bulb thermometer) over which air is passed.
22) The dry bulb is 260C; the wet bulb is 170C;
Please find the dew point?
A. 9.950C B. 10.950C C. 11.950C D. 12.950C
23) What is Ship sweat?
A. A voyage from a
warmer to cooler climate with cargo loaded warm and meeting cooler air should
not cause the formation of cargo sweat. However in such circumstances there is
the possibility of ship’s sweat.
B. Ship's sweat can
occur when warm moist air comes into contact with the cooler steelwork.
C. Ship's sweat can
form below the hold deck heads, on the undersides of hatch covers and on the
side plating of cargo holds. This sweat may drip onto or come into contact with
the cargo.
D. Thus ship's sweat
can also cause damage to sensitive cargoes.
24) What is Cargo sweat?
A. This forms when
the cargo is at a lower temperature than the external air and where the air is
moist and is admitted to the cargo holds. If such warmer, moist air is allowed
to come into contact with the cargo the air is cooled and water droplets from
the air are deposited on the surface of the cargo.
B. Cargo sweat will
form when the temperature of the cargo is less than the dew point of the air
which surrounds it.
C. Cargo loaded in a
cold climate and then transported to warmer regions will rise in temperature
slowly in response to increasing sea and air temperatures. For as long as the
temperature of the cargo remains below the dew point of the external air.
D. If the cargo hold
hatches are opened to load further cargo whilst the existing cargo temperature
is below the dew point of the external air then such air will enter the hold
leading to the formation of cargo sweat.
25) Principle of ventilation of cargo hold?
A. The dew point
temperature of the cargo hold and outside air should be compared.
B. If the outside dew
point temperature is lower or equal to that within the cargo hold, then
ventilation should be continued.
C. Since measurement
of temperature in a cargo hold filled with bulk cargo may not always be
possible, a comparison should be made between the temperature of cargo at the
time of loading and the outside temperature. If the dry bulb temperature of the
outside air is 3 degrees or more higher than the cargo temperature, continue
ventilation.
D. If circumstances
allow there should be regular inspection of the cargo space for any signs of
condensation, eg on the underside of the hatch access covers. If condensation
is found, ventilation should be continued.
26) Criteria for estimating the risk of cargo shifting?
A. Dimensional and
physical properties of the cargo; Location of the cargo and its stowage on
board.
B. Suitability of the
ship for the particular cargo; Suitability of the securing arrangements for the
particular cargo;
C. Expected seasonal
weather and sea conditions; Expected ship behaviour during the intended voyage;
D. Stability of the
ship; Geographical area of the voyage; Duration of the voyage.
27) The ship's cargo securing equipment should be?
A. Available in sufficient quantity.
B. Suitable for its
intended purpose, taking into account the recommendations of the Cargo Securing
Manual.
C. Adequate strength.
D. Easy to use; Well
maintained.
28) Prior to shipment the shipper should provide all
necessary information, what are the necessary information?
A. The different
commodities to be carried are compatible with each other or suitably separated.
B. The cargo is
suitable for the ship.
C. The ship is
suitable for the cargo.
D. The cargo can be
safely stowed and secured on board the ship and transported under all expected
conditions during the intended voyage.
29) Actions which may be taken once cargo has shifted?
A. Alterations of
course to reduce accelerations; Reductions of speed to reduce accelerations and
vibration.
B. Monitoring the
integrity of the ship.
C. Restowing or
resecuring the cargo and, where possible, increasing the friction.
D. Diversion of route
in order to seek shelter or improved weather and sea conditions.
30) MV Century Star. Using Draught Correction Table for
determining the dFinalMean when the reading of draught as following: dfs=8.20m;
dfp=8.25m; dms=8.25m; dmp=8.30m; das=7.45m; dap=7.50m (Note: accuracy to
1/1000)
A. 8.1650m B.8.1760m. C. 8.1870m. D. 8.1980m.
31) A ship with LBP=217m; lf=1.5m; la=9.8m; lm=0.5m after
mid ship. Determine the dFinalMean when the reading of draught as following:
dfs=8.20m; dfp=8.25m; dms=8.25m; dmp=8.30m; das=7.45m; dap=7.50m (Note:
accuracy to 1/1000)
A. 8.1553m B.8.1663m. C. 8.1773m. D. 8.1883m.
32) A ship with Cargo Hold Capacity=9000m3; Cargo deadweight=7000MT.
The ship have to load 2000MT with SF=1.6m3/MT. Other 3 types of cargo for
optional loading with SF1=0.5; SF2=1.1; SF3=1.7. Determine the weight of each
optional cargo for full load capacity and deadweight.
33) A ship with Cargo Hold Capacity=6165m3; Cargo
deadweight=4100MT. The ship have to load 3 types of optional cargo with SF1=0.8;
SF2=1.2; SF3=1.9m3/MT. This type of cargo have the broken stowage rate =15% in
cargo hold. Determine the weight of each optional cargo for full load capacity
and deadweight.
34) A ship with Cargo Hold Capacity=453000ft3; Cargo
deadweight=8000MT. The ship have to load 3 types of optional cargo Pyrites in
bag SF1=14ft3/MT; Green tea SF2=86ft3/MT; and Cork SF3= 254ft3/MT. Determine
the weight of each optional cargo for full load capacity and deadweight.
35) MV Century Star. Using Draught Correction Table for
determining the dFinalMean when the reading of draught as following: dfs=7.45m;
dfp=7.50m; dms=8.25m; dmp=8.30m; das=8.2m; dap=8.25m (Note: accuracy to 1/1000)
A. 8.1615m B.8.1725m. C. 8.1835m. D. 8.1945m.
36) A ship with LBP=217m; lf=1.5m; la=9.8m; lm=0.5m after
mid ship. Determine the dFinalMean when the reading of draught as following: dfs=7.45m;
dfp=7.50m; dms=8.25m; dmp=8.30m; das=8.2m; dap=8.25m (Note: accuracy to 1/1000)
A. 8.1532m B.8.1622m. C. 8.1712m. D. 8.1802m.
37) A ship is loading cargo; in hold 1 remain a place
with volume =200m3 and XG1=-25.5m; in hold 3 remain a place with volume =310m3
and XG3=12.5m. At this situation, XF=-0.5m; MTC=200T-m/cm; trim=-0.05m. Ship
have to load 420MT Sodium Sunphate more. SF=0.95m3/MT. Calculate the quantity
of cargo load on each hold for final trim=0.1m. Consider that all hydrostatic
parameter do not change; the new XF=1,8m. Check if the design loading case is
possible?
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