151.The steel pipes did not cause damage to ________. A. framing B. bulkheads
C. air and sounding pipes
D. the aft end of the 'tween decks
152.The steel pipes were lashed with ________ wires. A. 2 B. 3 C. 4 D. 5
Passage 39
Dangerous cargoes of Class 3 are liquids，or mixtures of liquids，or liquids containing solids in solution or suspension (e. g. paints，varnishes，lacquers，etc.，but not including substances which，on account of their other dangerous characteristics，have been included in other classes) which give off a flammable vapour at or below 61℃ (141℉) closed cup test (corresponding to 65.6℃ (150℉) open cup test)，normally referred to as the flashpoint.
Class 3 also includes substances transported or offered for transport at elevated temperatures in a liquid state which give off a flammable vapour at temperatures equal to or below the maximum transport temperature. However，the provisions of this Code need not apply to such liquids with a flashpoint of more than 35℃ (95℉) which do not sustain combustion. Liquids offered for transport at temperatures equal to or above their flashpoint are，in any case，considered as flammable liquids.
For the purpose of above subsection，liquids are not considered to sustain combustion if：
they have passed the suitable combustibility test (see United Nations Recommendations on the Transport of Dangerous Goods) ; or
their fire point according to ISO 2592 is greater than 100℃; or
they are miscible solutions with a water content of more than 90%，by mass.
153.According to this paragraph，flash point obtained from closed cup test is ________ then that obtained from open cup test. A. 9℃ lower B. 9℉ higher C. 4.6℃ lower D. 4.6℉ higher 154.Liquids are not considered to sustain combustion if ________. A. they have not passed the suitable combustibility test
B. their fire point according to ISO 2592 is not greater than 100℃
C. they are miscible solutions with a water content of not more than 90%，by mass D. their fire point according to ISO 2592 is greater than 100℃
155.Miscible solutions offered for transport at ambient temperature with a flashpoint of more than 35℃ (95℉) and with a water content of more than 90%，by mass，________. A. is not included in Class 3
B. is not mentioned in this paragraph C. is included in Class 3
D. will be considered to be included in other class of dangerous cargoes 156.The proper topic of this paragraph is ________. A. Non Dangerous Liquids
B. Most Liquids are not Included in Class 3 C. Definition of Dangerous Cargoes of Class 3 D. Liquids and Their Physical Properties
Passage 40
Modern bulk carriers are normally designed to carry a variety of cargoes in order to provide operational flexibility. For cargoes such as coal or grain the ship would have all holds filled with the cargo (homogeneous loading condition) and be down to maximum draught. If heavy cargoes，with a stowage rate of about one third of that for coal were to be carried in the homogeneous condition each hold would only be about one third full. In that condition the ship would have a large metacentric height and a low centre of gravity resulting in a very \，intended for the carriage of ore，are designed for the carriage of ore cargoes in alternate holds and in larger ships only the odd numbered holds are loaded with ore. The advantages in this are that it is easier to achieve a satisfactory trim on the ship and a reduced time spent in port. However，the disadvantages are that the alternate hold loading pattern greatly increases the stresses in the double bottom structure and the shear forces in the side shell. The double bottom，hopper and topside tanks are arranged for the carriage of water ballast with the double bottom and hopper tanks often being inter-connected，by vertical trunks or pipes，with the topside tanks.
157.The homogeneous loading condition refers to loading pattern that ________.
A. all cargo holds are fully loaded to the maximum of both volume and weight capacities B. each hold would only be about one third full C. only the odd numbered holds are loaded D. all cargo holds are loaded with cargoes 158.\ A. she has a large metacentric height B. she has a high centre of gravity
C. her metacenter above baseline is high D. her centre of gravity is low
159.The ________ are not arranged for the carriage of ballast water. A. double bottom tanks B. topside tanks
C. hopper tanks D. vertical trunks or pipes， 160.The disadvantage of the alternate hold loading pattern is that ________. A. it is easier to achieve a satisfactory trim on the ship
B. it increases the stresses in the double bottom structure and the shear forces in the side shell C. it is easier to achieve a reduced time spent in port
D. the double bottom and hopper tanks are often inter-connected，by vertical trunks or pipes，with the topside tanks
Passage 41
Bottom area from keel to light load line about 2600 sq. m.，including rudder，post，stern frame，to be cleaned with high pressure fresh water. Rusted area about 300 sq.，to be sand-blasted and patched with two coats of bottom primer on the bare metal surface. Then whole area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paint. Boot-topping strake，from light load line，about 1600 sq. m. to be cleaned with high pressure fresh water. Rusted area to be blasted and patched with two coats of primer. Then whole area to be applied one coat of boot topping green paint.
Topside about 1200 sq. m. to be cleaned with high pressure fresh water. Rusted area to be sand-blasted and patched with two coats of primer and one coat of light gray paint. Then whole area to be applied with one coat of light gray paint.
All draft figures，plimsoll marks，ship's name and port of registry to be repainted twice in original color. 161.________ to be repainted twice in original color.
A. Bottom area from keel to light load line about 2600 sq. m.，including rudder，post，stern frame B. The whole area
C. Boot-topping strake，from light load line，about 1600 sq. m.
D. All draft figures，plimsoll marks，ship's name and port of registry 162.Where is boot-topping? ________.
A. The area of the hull between full and light load lines
B. The area of the hull above the water line in full load condition. C. The area from keel to light load line. D. The area from keel to full load line.
163.________ area to be applied with one coat of light gray paint. A. Bottom B. The whole C. Boot-topping D. Topside
164.________ area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paint. A. Bottom B. The whole C. Boot-topping D. Topside
Passage 42
The hull structure within the cargo area of a bulk carrier can be considered as comprising two barriers; namely，the primary and secondary barrier. The primary barrier is formed by the single skin side shell between topside and hopper tanks，and the cross deck strips，hatch covers and coammings. A failure of the primary barrier would allow water to enter the hold space. The secondary barrier is formed by the vertically corrugated transverse watertight bulkheads and the inner bottom. A failure of the secondary barrier will permit flood water in the hold to enter the neighbouring hold space.
165.Cracking at hatch corners will directly permit water to enter ________. A. topside tanks B. the cross deck strips C. hopper tanks D. the primary barrier
166.Grab and bulldozer damage to the inner bottom will allow water to enter ________. A. the secondary barrier
B. transverse watertight bulkheads C. the primary barrier
D. the topside and hopper tanks， 167.Hatch covers are ________. A. primary barrier B. secondary barrier
C. either primary barrier or secondary barrier D. neither primary barrier nor secondary barrier
168.In accordance with the passage，the bridge deck should be considered as ________. A. primary barrier B. secondary barrier
C. either primary barrier or secondary barrier D. neither primary barrier nor secondary barrier
Passage 43
The damage scenarios applicable to single side skin bulk carriers assume initial damage to the primary barrier，formed by the shell and hatch covers，followed by the failure of the secondary barrier formed by the double bottom and the transverse bulkheads. Primary barrier failure could occur in one of two ways. The side shell
could be damaged or the hatch covers could fail under the pressure from green seas on deck or be swept away，thereby allowing water to enter the hold. The most likely cause of initial side shell failure，other than collision，results from the progressive reduction of support from corroded and fractured side shell frame end bracket connections to topside tanks and hopper tanks. Corrosion of end bracket toes creates a stress concentration with the location being subjected to fatigue loading from the passage of waves along the side shell. This can lead to the growth of fatigue cracks until the end brackets are completely detached from the side shell. Similarly，weld grooving of side frames and brackets can lead to detachment. In each case，loss of secondary support will lead to loss of the side shell and water will enter the hold.
169.According to this passage，________ will be suffered from damage first. A. primary barrier B. secondary barrier
C. double bottom D. transverse bulkheads
170.Corrosion of ________ is not likely lead to detachment of the corresponding structural member. A. weld grooving of side frames and brackets B. end bracket toes
C. side shell frame end bracket connections to topside tanks and hopper tanks D. the shell and hatch covers
171.Fatigue loading to end bracket toes is created by ________. A. the passage of waves along the side shell
B. the side shell frame end bracket connections to topside tanks and hopper tanks C. the detachment
D. the secondary support
172.In general，loss of secondary support will ________. A. create a stress concentration with the location B. assume initial damage to the primary barrier
C. lead to loss of the side shell and water will enter the hold D. lead to the growth of fatigue cracks
Passage 44
One，or a combination of，the following two failure scenarios could occur.
Firstly，the double bottom structure of girders and floors could sustain sufficient damage under the negative buoyancy condition where the double bottom structure is subjected to the cargo loading only. If the transverse floor and longitudinal girder web plating structures，have deteriorated due to corrosion or mechanical damage，then shear failure can result and the double bottom may collapse. The loss of the hull girder flange，formed by the double bottom，would invariably lead to the loss of the ship. Secondly，where water enters a loaded hold，the transverse watertight bulkheads are subject to the cargo loading increased by a static head of water equal to the flooded draught and a dynamic effect due to the fluid motion in the hold. If the watertight bulkhead has corroded then plastic collapse，or shear failure of the corrugated bulkhead connection to the lower shelf place，can occur followed by bulkhead failure. With two holds flooded，the ship would in all likelihood sink.
173.It is implied in the passage that ________ will inevitably lead to the sinking of the ship. A. the double bottom structure is subjected to the cargo loading only B. water enters a loaded hold
C. bulkhead fails when there is no water in the hold
D. the loss of the hull girder flange or more than one hold are flooded 174.Negative buoyancy condition refers to the condition of ________. A. hogging B. sagging
C. rolling D. pitaching
175.The reason why the ship would sink with two holds flooded is that she will loss her ________. A. stability B. strength C. bouyancy D. gravity
176.Where water enters a loaded hold，the transverse watertight bulkheads are not subject to ________. A. the cargo loading B. static head of water
C. dynamic effect due to the fluid motion in the hold D. support from other deck covers
Passage 45
It is hereby expressly agreed that every exemption from liability and every right，defence and immunity of whatsoever nature applicable to the Repairer or to which the Repairer is entitled hereunder shall also be available and shall extend to protect every Repairer or agent of the Repairer (including every independent contractor from time to time employed by the Repairer) while acting in the course of or in connection with his employment or engagement. The Repairer is or shall be deemed to be acting as an agent or trustee on behalf of and for the benefit of all persons who are or might be employees or agents from time to time (including any independent contractors or subcontractors as aforesaid) and all such persons shall to this extent be or be deemed to be parties to the contract entered into by the Repairer. 177.This paragraph is most likely to appear in ________. A. Ship Slipping and Repairing Contract B. Time Charter C. Voyage Charter D. Demise Charter
178.The exemption from liability and every right，defence and immunity of whatsoever nature applicable to the Repairer or to which the Repairer is entitled hereunder will not extend to protect ________. A. Agent of the Repairer
B. Independent Contractor employed by the Repairer C. Subcontractor appointed by the Repairer D. Shipowner
179.The Repairer is not or shall be not deemed to be acting as an agent or trustee on behalf of and for the benefit of ________.
A. all persons as to be deemed to be parties to the contract. B. subcontractors appointed by the Repairer
C. independent contractors employed by Repairer
D. persons who are or might be employees or agents of the Repairer
180.It can be concluded that this clause is formulated to protect the interests of ________. A. Repairer's B. independent contractor's C. ship owner's D. cargo owner's
Passage 46
Many carriers today make use of relay ports at which goods destined for more remote locations are transshipped onto substituted ships or \，in order to secure faster and more efficient delivery than would be possible if the cargoes concerned were carried all the way to destination aboard the liner vessels on which they were first loaded. The transshipment of cargo at such intermediate ports has been judged not to constitute an unreasonable deviation where it is shown to be a custom of the trade. Nor，of course，is it an unreasonable