端午节手抄报-中餐宴会礼仪

Chapter 1
Passage 01
Merchant ships are designed to carry cargo. Some are also designed to carry passengers. They can operate as liners.
These are employed on regular routes on a fixed timetable. A list of their arrival and departure dates is published in
advance and they sail whether full or not. Liners can be classed as either deep-sea liners or short-sea liners. The former
carry mainly containerized cargo across the oceans of the world; the later carry containerized or conventional cargo on
shorter routes. Ferries are also classed as liners. These offer a daily or weekly service for passengers and vehicles across
channels and narrow seas. A few ships are still employed as passenger liners. They not only carry passengers but also
some cargo on routes from Europe to North America and to the Far East. Nowadays the passenger trade is very small and
passenger liners usually operate as cruise ships for part of the year.
deep-sea liners ________.
A. carry mainly containerized cargo
B. carry mainly conventional cargo
C. offer a daily or weekly service for passengers and vehicles
D. sail across channels and narrow seas.
Liners ________.
A. always sail full B. sail regularly even not full
C. always sail in ballast D. will not sail if not full
003.A list of the arrival and departure dates of liners ________.
A. will be published weekly
B. will be published when they sail，whether full or not，from Europe to North America and to the Far East
C. will not be published even they sail fully loaded
D. is published prior to their departure
is implied in the passage that ________.
A. the number of passenger ships is small
B. all passenger ships will carry some cargo in near future
C. it is not necessary for liners to sail in regular time
D. container carriers should carry some passengers

Passage 02
Nowadays，most merchant ships are built to carry cargoes. And they mainly operate as tramps. These vessels do not sail
on regular routes or keep to a fixed timetable，but are employed where there is cargo for them to carry. Tramps can be
classed as deep-sea tramps or short-sea tramps. A number are classed as coasters. These ply on coastal routes and up
rivers to inland ports. The traditional tramp cargoes are dry bulk cargoes，but some are designed to carry general cargoes.
A large number of merchant ships operate as specialized vessels. These are designed to carry a particular type of cargo.
There are several types of specialized vessel. The most common are oil tankers. They are owned by the major oil
companies or by independent operators. Two other types of liquid bulk carrier of growing importance are chemical
carriers and liquefied natural gas (LNG) carriers.
deep-sea tramps ________.
A. carry bulk and general cargo across the high seas
B. are built to carry passengers
C. are mainly coasters
D. are specialized vessel
coasters ________.
A. always sail across the high seas
B. commonly carry oil cargo
C. are mainly tankers
D. sail on coastal routes and up rivers to inland ports
importance of LNG carriers ________.
A. is growing
B. is not mentioned in passage
C. is decreasing
D. will be discussed further if necessary
is implied in the passage that ________.
A. the number of specialized vessels is not small
B. all oil tankers will carry some chemicals in near future
C. the tramps and specialized vessels are the basic type of merchant ships.
D. container carriers should not be classed as tramps

Passage 03
Cargo ships can be divided into two basic types. One type carries dry cargo，the other carries liquid cargo; however，an
OBO ship is designed to carry both. A traditional dry cargo ship is the multi-deck vessel. Her holds are divided
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horizontally by one or two 'tween decks，because these make stowage of individual packages easier. Dry bulk cargo is
carried in bulk carriers. These do not have 'tween decks as cargo is carried loose. The most modern type of dry cargo
carrier is the container ship. They carry containers of standard dimensions，consequently stowage is easier. Fruit，meat
and dairy produce are carried in refrigerated ships. Oil tankers are the most common type of liquid cargo carrier. They
are often very large，because huge quantities of oil need to be transported and one large vessel is more economical to
operate than two smaller ones. Two other types of liquid bulk carrier of growing importance are the liquefied natural gas
(LNG) carrier and the chemical carrier，although chemical can also be carried in drums in general cargo ships.
are ________ types of liquid bulk carrier.
A. 2 B. 3
C. 4 D. 5
010.A multi-deck vessel has ________ tween decks.
A. has many B. no
C. only one D. has up to two
，meat and dairy produce are carried in________.
A. containers carriers B. traditional ships
C. OBO ships D. refrigerated ships
types of dry cargo carriers mentioned in the passage are ________.
A. tween deckers，OBO ships
B. traditional dry cargo ship and multi-deck vessel
C. OBO ships，oil tankers，chemical tankers and LNG carriers
D. dry cargo ship，dry bulk cargo carrier，container carriers and refrigerated ships

Passage 04
The axial thrust of the propeller is the force working in a fore and aft direction. This force causes the ship to move ahead
through the water or to go astern. Because of her shape，a ship will move ahead through the water more easily than going
astern.
The transverse thrust is the sideways force of the propeller as it rotates. The transverse effect of the propeller blades at
the top near the surface of the water is not strong enough to counteract the opposite effect of the lower blades. For
right-handed propellers this cants the ship's stern to starboard and her bow to port，when the ship is going ahead. The
effect is small and can be corrected by the rudder. When the engines are put astern，the effect is the opposite and the stern
cants to port. This effect is stronger and cannot easily be corrected. Vessels with left-handed propellers behave in the
opposite way.
force that causes the ship to move ahead through the water or to go astern is known as________.
A. axial thrust
B. transverse thrust
C. the transverse effect of the propeller blades at the top near the surface of the water
D. the transverse effect of the lower blades of the propeller near the bottom of the water
014.A left-handed propellers，when the ship is going ahead，will cant ship's stern to________.
A. starboard B. port
C. to move ahead D. move astern
transverse thrust of the propeller is stronger when the ship is________.
A. going a stern
B. going ahead
C. stopped
D. making no way through the water
transverse thrust of the propeller can mainly be overcome by ________.
A. the rudder B. the propeller itself
C. the nautical instrument D. wind and tide

Passage 05
The Chief Officer，or First Mate as he is often called，is the Master's chief officer and head of the Deck Department. He
is assisted by a Second Officer (Mate)，a Third Officer(Mate)，and sometimes a Fourth Officer(Mate). Several companies
employ a First Officer as well as a Chief Officer. The Deck Department also includes a Boatswain (Bosun) and a
Carpenter，both petty officers，and a number of ratings. These made up of Able Seamen (AB)，Ordinary Seamen (OS)
and a middle grade known as Efficient Deck Hands (EDH). There are other grades of seamen. On some ships Navigating
Cadets are carried for training purposes.
The Chief Engineer is head of the Engine Department. He is assisted by a Second，Third，Fourth and sometimes Fifth
Engineer. An Electrical Officer may also be carried. The engine room petty officers are the Storekeeper and Donkeyman.
On tankers there is also a Pumpman. He is also a petty officer. The engine room ratings are Firemen and Greasers. There
may also be Engineer Cadets.
The Catering Department is under the Chief Steward. It is divided into a saloon and galley section. The former is headed
by the Second Steward，the latter by the Ship's Cook. They are both usually petty officers. They are assisted by several
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stewards and cooks，and by a number of junior ratings.
The Radio Department often consists of only one man: the Radio Officer. On ships where continuous radio watches are
kept there may be three radio officers: a Chief，Second and Third.
017.________ is not a petty officer.
A. Boatswain B. Second Steward
C. Radio Officer. D. Storekeeper
is rank which is higher than________.
A. Second Steward B. AB
C. OS D. Chief Engineer
eeper belong to ________.
A. Deck Dept B. Engine Dept
C. Catering Dept D. Radio Dept
are ________ departments on bard a big ship according to the passage.
A. two B. three
C. four D. five

Passage 06
While every effort is made to ensure that the data provided through the Notices to Mariners service is accurate，the user
needs to be aware of the risks to corruption of data. It is important that the user should only use the data on suitable
equipment and that，other applications should not be running on the user's machine at the same time. Users should
exercise their professional judgement in the use of data，and also consult the Mariners Handbook (NP100) for further
details. The user needs to be aware that there is a possibility that data could be corrupted during transmission，or in the
process of display or printing on the user's equipment，or if converted to other software formats，and is accordingly
advised that the UKHO cannot accept responsibility for any such change，or any modifications or unauthorised changes，
made by licensees，or other parties.
data may become corrupted in any of the following process except _______.
A. during transmission
B. in the display or printing on the user's equipment
C. in converting to other software formats
D. in air mail delivery to the readers
use of the data is advised to consult _______ for further details.
A. Mariners Handbook B. Sailing Directions
C. Guide to Port Entry D. Notices to Mariners
the following items _______ is not mentioned for which UKHO will accept no responsibility.
A. change in the process of display or printing
B. unauthorised changes made by licensees or other parties
C. modifications made by licensees or other parties
D. professional amendments
is implied that _______.
A. the data are incorrect
B. the data are to be corrected intensively
C. although the data are accurate enough，you are still advised to use it with caution
D. not to use it if you have not enough time or proper equipment to effect necessary correction

Passage 07
The container ship is different from the conventional type and is an innovation noted for easier handling and quicker
turnover of cargoes. Cargoes to be carried by this type of ship are pre-packed into containers before being loaded aboard
the ship.
Containers are sealed after being packed with cargoes. Made of metal or other durable materials，they are watertight after
sealing and can therefore be stowed on deck whilst being carried. One of the features of container ships is that some of
the containers are usually stowed on deck.
The container ship is becoming increasingly popular in trading circles，and the trend is that the tonnage thereof will grow
at a faster pace in future.
does
A. making changes
B. the introduction of an antigenic substance into the body against a specific disease
C. The act of introducing something new.
D. revolution
ners are sealed after being packed with cargoes.
A. filled
B. loaded
C. stuffed
D. closed officially or under the supervision of notary public
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the following，________ is not the feature of the container ship?
A. Some of the containers are usually stowed on deck.
B. It is easy for handling and quick turnover of the cargo
C. The container ship is becoming increasingly safer
D. Cargoes are pre- packed into the container
tonnage of container ship is ________.
A. decreasing B. increasing
C. remaining the same D. changing

Passage 08
Nautical charts are indispensable to mariners. They，however，are subject to frequent changes，such as those of
navigational aids，of waterways due to the dredging and construction，of depths of water，and of removal or appearance
of wrecks. In order to keep up-to-date and reliable，nautical charts have to undergo correction. Changes of importance
are generally promulgated by weekly edition of Notices to Mariners，which enable mariners to correct the charts by hand.
If major changes make it impracticable to do so，the Notices will provide a reproduction of a small area，which is also
called block，to be pasted onto the chart in its correct position.
al charts need correction because ________.
A. navigational aids are sometimes indispensable.
B. there are always some mistakes
C. wrecks may appear or be removed
D. they could never be reprinted
tion to charts are made by crew members in accordance with ________.
A. Notices to Mariners B. Sailing Directions
C. Guide to Port Entry D. Supplement
the passage，Blocks are ________.
A. large scale charts
B. representations of charts
C. reproductions of portions of charts
D. small scale charts
purpose of correction to charts is to ________.
A. keep them up-to-date
B. make the charts brand-new
C. keep the charts available to all mariners in the world
D. keep the charts free from mistakes

Passage 09
Corrections to Sailing Directions are given in Section Ⅳ. Those in force at the end of the year are reprinted in the Annual
Summary of Notices to Mariners. A list of corrections in force is published in Section Ⅳ of the Weekly Edition for the
last week of each month.
It is recommended that corrections be kept in a file with the latest list of corrections in force on top. The list should be
consulted when using the parent book to see if any corrections affecting the area under consideration are in force.
It is not recommended that corrections be stuck in the parent book or current supplement，but，if this is done，when a new
supplement is received care must be taken to retain those corrections issued after the date of the new supplement，which
may be several months before its receipt on board.
033.________ are reprinted in the Annual Summary of Notices to Mariners.
A. The Sailing Directions
B. The corrections to Sailing Directions
C. The effective corrections to Notices to Mariners
D. The Weekly Edition
parent book is ________.
A. The Sailing Direction
B. The corrections to Sailing Directions in force
C. the Annual Summary of Notices to Mariners
D. the Weekly Edition
is recommended that corrections to the Sailing Directions be ________.
A. made by hand
B. consulted at the last week of each month
C. stuck in the parent book or current supplement
D. kept in a file with the latest list of corrections in force on top
the corrections be stuck in the parent book or current supplement，________.
A. when a new supplement is received，those corrections issued after the date of the new supplement must be
retained
B. the parent book must be consulted
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C. the current supplement must be consulted
D. the Annual Summary of Notices to Mariners must be used

Passage 10
The amount of detail shown on a chart varies with the scale of the chart. On a large scale chart，for example，full details
of all lights and fog signals are shown，but on smaller scales the order of reduction of information in elevation，period，
range，until on an ocean chart of the area only lights with a range of 15 miles or more will normally be inserted，and then
only their light-star and magenta flare. On the other hand，radio beacons are omitted from large scale charts where their
use would be inappropriate，and，unless they are long range beacons，from ocean charts.
charts are ________ ones.
A. large scale B. small scale
C. inappropriate D. omitted
cannot be found in the large scale charts? ________.
A. Radio beacons of small range B. Full details of all lights.
C. Elevations D. Full details of fog signals
light-star and magenta flare are shown on ________.
A. large scale charts only
B. small scale charts only
C. both small and large scale charts
D. neither small nor large scale charts
title of this passage should be ________.
A. Lights and Beacons on Charts
B. Characteristic of Lights and Beacons
C. Corrections to Small and Large Scale charts
D. Navigational Charts Publication

Passage 11
DALIAN OBSY GALE WARNING 190600Z
COLD FRONT WILL PASS BOHAI SEA BOHAI STRAITS NORTH AND CENTRAL HUANGHAI SEA CAUSING
GALE WINDS TOMORROW AFTERNOON AND EVENING STOP.
SYNOPTIC SITUATION 190600Z
LOW 994 HPA AT 48N 118E MOVING SE 8 KTS WITH COLD FRONT FROM CENTER PASSISNG 44N 128E
HIGH 1013HPA AT 38N 124E STATIONARY STOP
24HOURS WEATHER FORECAST FROM 191000Z
BOHAI SEA BOHAI STRAITS NORTH AND CENTRAL HUANGHAI SEA PARLY CLOUDY BECOMING
OVERCAST TOMORROW WITH RAIN SW WINDS FORCE 7 TO 8 TOMORROW ATERNOON AND EVENING
SEA ROUGH BECOMING VERY ROUGH STOP.
COLD FRONT will pass Bohai Sea，Bohai Straits，North and central Huanghai Sea on
A. The 20th B. The 19th
C. The 18th D. The 6th
042.________ is stationary at 38N 124E.
A. Low 994 Hpa B. High 1013 Hpa
C. Cold front D. Warm front
winds are expected tomorrow to be_______?
A. rough B. very rough
C. SE 8 knots D. SW 7-8 in force
is the weather like tomorrow in this area? _______.
A. It will be partly cloudy becoming overcast with rain and SW force 7-8 winds
B. LOW 994 HPA at 48N 118E is moving SE 8 KTS with COLD FRONT from center passing 44N 128E
C. HIGH 1013HPA at 38N 124E will be stationary
D. It will rain the whole day

Passage 12
In some parts of a chart where the spaces are rather blank and there are no symbols of any kind，there may be Cautions，
Warnings，Notes，etc.，which should be taken into account while using a chart. All of those Cautionary Notes give the
mariner facilities to ensure safe navigation，such as to avoid running aground in shallow waters and making damages to
nearby fishing gears，and to keep off any hazards in areas where submarine frequently exercises. Furthermore，they are
of good help to mariners，as to the reliability of the navigational aids especially in congested waters or narrow channels，
to prevent any possible accidents.
is the main topic of this passage? ________.
A. Regulations of the harbor
B. Details in the Sailing Directions
C. Rules of the terminal
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D. Description on Admiralty Charts
ing to the passage，you must pay attention to ________ while using a chart.
A. Cautions，Warnings and Notes
B. Reports，Symbols and Charts
C. Explanations，accounts and answers
D. Damages，hazards and injuries
nary Notes are helpful for mariners ________.
A. to run aground in shallow waters
B. to make damages to nearby fishing gears
C. to keep off hazards in areas where submarine exercises
D. to keep the reliability of the aids to navigation in congested waters or narrow channels
ns，Warnings，Notes，etc. are likely inserted in some parts of a chart where ________.
A. submarine frequently exercises
B. there are fishing gears
C. the waters is congested and the channels are narrow
D. the spaces are rather blank and there are no symbols of any kind

Passage 13
Logbooks required by law，to be filled out by masters or officers on duty of every ship，the forms of which must be
proved by the shipping companies or marine authorities.
Logbooks are used to record the events occurring during the ship's stay in a harbor，at anchorage，or underway，and they
are also requested to produce evidences in case officials inquire about accidents.
On completion of the voyage the logbook must be submitted to the superintendent of the owner or the marine authorities
for justification，checking or approval. Therefore，everything recorded in the logbook must be true and accurate.
When a misentry has been made in the log，a red line would be drawn on those parts. The correct entry with signature
should be made near or above them. No erasures or cuts are to be allowed.
best title for the passage is
A. The forms of logbooks B. The use of logbooks
C. Characteristics of logbooks D. How to check logbooks
a misentry has been made in the log，________.
A. erasures or cuts are to be allowed.
B. it is to be corrected out by masters or officers on duty of every ship
C. it is to be produced in case officials inquire about accidents.
D. a red line would be drawn on those parts，with correct entry with signature being made near or above them.
forms of logbooks must be proved by ________.
A. officials who inquire about accidents.
B. the shipping companies or marine authorities.
C. masters or officers on duty.
D. the superintendent of the owner.
logbook must be submitted ________ to the superintendent of the owner or the marine authorities for
justification，checking or approval.
A. on completion of the voyage B. in a harbor
C. at anchorage D. underway

Passage 14
For navigation，radar is of incredible value. It provides the navigator with his position，his distance from ships or
obstructions nearby and other accurate information to prevent collision and ensure the safety of the ship. Radar can
display all objects within its working range clearly，either in clear weather or in thick fog. In addition，if the radar
information is correctly interpreted，the navigator can easily work out the speed and direction of an approaching object
and take proper measures to keep his ship from any danger.
Shore-based radar also plays an important role in shipping. If ship's radar is in trouble，the radar observer at the stations
will use VHF radio to alert them to other traffic in the vicinity as well as to advise their position. Up to now，many radar
surveillance systems have been installed in most large seaports. They are intended to smooth and control the flow of
traffic to and from the harbor.
navigation，the radar is ________.
A. of no value
B. very important
C. so expensive that people don't know how much it is
D. valueless
of the following statements about radar's function for marine purposes is incorrect? ________.
A. It provides the navigator the ship's position
B. It provides information to protect ships from collision
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C. It displays all the objects at sea clearly
D. It displays the observer's distance from ships and obstructions nearby
the ship's radar is in trouble，the shore-based radar ________.
A. may provide the ship of her position
B. should be installed with surveillance systems
C. shall advise the ship to use VHF
D. will be put into use immediately
surveillance systems ________.
A. may provide all ships of their technical conditions
B. should be installed with VHF
C. shall be correctly interpreted，
D. are intended to smooth and control the flow of traffic to and from the harbor.

Passage 15
Communications over relatively short distances can be made by visual or sound signals. Visual signals can be sent by
using flags or an Aldis lamp. An Aldis lamp is an electric lamp used for flashing messages in Morse code. The traditional
method of signaling from one ship to another is by using flags. There are different colored flags for each letter of the
alphabet. There are also pennant-shaped flags for numbers，and a long pennant，known as an answering or code pennant.
Three other flags，which are burgee-shaped，are known as substitutes. These show that the flat or pennant is being
repeated. Besides standing for a letter of the alphabet，each flag，when hoisted along，has another meaning. For example，
the ，three or four.
Siren，whistle，bell or other sound signals can be used in fog and similar circumstances when visual signals can not be
seen.
ications over relatively short distances may be made by ________.
A. visual signals
B. sound signals
C. Morse Code
D. Either visual or sound signals
Aldis lamp is used for ________.
A. transmitting Morse code B. flashing flags
C. sending flag signals D. sending sound signals
-shaped flags are used as substitutes to show ________.
A.
B.
C.
D.
060.________ are used in fog and similar circumstances when visual signals can not be seen.
A. Visual signals
B. Substitutes
C. Pennant-shaped flags
D. The ship's siren，whistle or bell
Passage 16
When the senders of goods have large shipment to make，and especially when bulk cargo is concerned，it is advisable
that they have some ships at their disposal. Some of the big companies set up a fleet of their own，but the rest may find it
more profitable to hire instead of building or buying ships. This is called The chartering of the ship is
usually done through the intermediary of brokers，who，when hired，will go through all the necessary formalities on
behalf of the charterer. In London there is a special center ，where the brokers operate in much the
same way as stock and share brokers on a stock exchange. But it is easy for home shippers to hire Chinese or foreign
ships through China National Chartering Corporation，which takes care of chartering business on orders from various
import and export corporations.
large shipment is concerned，________ is not the way for the sender to have ships at their disposal.
A. to charter ships B. to build ships
C. to buy ships D. to scrape ships
chartering all the necessary formalities are performed through ________.
A. the intermediary of agents B. the intermediary of brokers
C. the charterers D. the
function of
A. to deal with stocks B. to exchange cargoes
C. to operate on shares D. to charter ships
National Chartering Corporation takes care of chartering business for home shippers.
________.
A. to pay attention to B. to be concerned with
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C. to be liable for D. to take charge of

Passage 17
A tropical storm is not so extensive as the depression of higher latitudes but，within 75 miles or so of the center，the wind
is often far more violent，and the high and confused seas near the center may cause considerable damage to large and
well- found ships，while small vessels (for example，destroyers) have foundered. The danger is still greater when ships are
caught in restricted waters without adequate room to maneuver. Within 5 to 10 miles of the center the wind is light or
moderate and variable，the sky is clear or partially so，and there is a heavy，sometimes mountainous，confused swell. This
area is known as the
suddenly，and with great violence，commence to blow from a direction opposite to that experienced on the other side of
the windless center. Due to torrential rain visibility near the storm center is almost nil.
________ of a tropical storm center，the wind is violent.
A. no more than 75 miles
B. not more than 75 miles
C. 75 miles or a greater distance
D. about 75 miles
the following，________ one may not be found in the
A. The visibility is moderate or good
B. The wind is light or moderate
C. The sky is clear or partly cloudy
D. The swell is low or moderate.
the passage，
A. a ship has been found in any place
B. a ship has been found in good visibility
C. a ship with all the necessary equipment properly maintained
D. a ship in huge size
visibility near tropical storm center is ________.
A. Very poor B. Poor
C. Moderate D. Good

Passage 18
By turning the GAIN control clockwise，the gain of the receiver increases and the observing range of the target expands.
Adjust this control so that the best pictures may be displayed on the screen，according to the range scale in use. In the
short range，it is advisable to operate the equipment with this control set at a setting where the receiver gain is rather
lowered a little. In the long range，it is advisable to operate the equipment with this control set at a setting where the
receiver gain is rather increased a little. With too little gain，the small targets are missed and there is a decrease in the
detected range. With excessive gain，since the screen becomes brighter because the noise increases，the contrast between
echoes and background noise reduces，making target observation more difficult. In the crowded regions，the gain may be
reduced to clear the picture.
ing from short range to long range，you will have to _______.
A. turn the Gain control clockwise
B. turn the Gain control anticlockwise
C. turn off the Gain
D. keep the Gain control remaining in its original position
turning the Gain clockwise，the contrast between echoes and background noise will _______.
A. increase
B. decrease
C. not change
D. increase or decrease according to the range scale in use
_______ the best picture will be displayed on the screen，.
A. turning the Gain control clockwise
B. turning the Gain control anticlockwise
C. keeping the Gain control remaining in its original position
D. increasing or decreasing the gain according to the range scale in use
too little gain，_______.
A. the target observation will be more difficult under the increasing contrast
B. the contrast between echoes and background noise reduces
C. the screen becomes brighter because the noise increases
D. the small targets are missed and there is a decrease in the detected range

Passage 19
BISCAY: SW 3 OR 4 INCREASING 6 TO GALE 8，THEN VEERING NW 5. RAIN THEN SHOWERS. MODERATE
8

OR POOR BECOMING GOOD. FINISTERRE: WESTERLY 6，LOCALLY GALE 8，VEERING NW 5. RAIN THEN
SHOWERS. MODERATE OR POOR BECOMING GOOD. EAST NORTHERN SECTION: W OR SW 6 TO GALE 8，
BUT IN NORTH-EAST CYCLONIC 4 AT FIRST，AND IN NORTH-WEST SOUTHERLY 6 TO GALE 8 AT FIRST.
WINTRY SHOWERS. MAINLY GOOD. WEST NORTHERN SECTION: IN NORTH，CYCLONIC 6 TO GALE 8，
LOCALLY SEVERE GALE 9，BECOMING VARIABLE 3 OR 4. WINTRY SHOWERS. MAINLY GOOD.
MODERATE ICING IN WEST AT FIRST WITH TEMPERATURE -2℃ TO -5℃. IN SOUTH WESTERLY 6 TO GALE
8，LOCALLY SEVERE GALE 9，BACKING SOUTHERLY AND INCREASING LOCALLY STORM 10 LATER.
WINTRY SHOWERS THEN GOOD BECOMING MODERATE.
g means the wind _______.
A. is changing clockwise in direction
B. is changing anticlockwise in direction
C. is changing cyclonically or variably in direction
D. remains unchanged in direction at the time
visibility in EAST NORTHERN section is mainly _______.
A. poor B. moderate
C. good D. very good
north part of WEST NORTHERN section，the wind is _______.
A. cyclonic 6 to gale 8 at first
B. cyclonic 4 at first
C. westly 6 to gale 8
D. variable 3 or 4 at first
076.
This passage is likely to be under the heading of ________.
A. FORECAST B. GALE WARNING
C. SYNOPSIS D. STORM WARNING

Passage 20
The certainty with which the ship's position in coast waters can be known at any moment depends very much on the
frequency with which known objects can be observed，the accuracy of the techniques used in making the observations，
and the accuracy with which the navigator estimates forces(such as the wind and the tidal stream ) that might set the ship
off her desired course．
The navigator should always try to reduce the uncertainty in his observations，or at least to recognize the possibility of
uncertainty in the techniques he is using．Thus，for example，a range taken by radar is more accurate than a radar
bearing，particularly on the bow，a transit of objects marked on the chart has greater certainty than a magnetic compass
bearing; a vertical sextant angle and a bearing carries less uncertainty than two bearings; and son on．
The prudent navigator masters all the techniques of coastal navigation and at any given moment selects those which give
the greatest certainty to his fix or DR position．
certainty of ship's position in coastal waters depends on ______．
A. the frequency of known object being observed
B. the accuracy of the techniques used in making the observation
C. The accuracy of officers' estimating forces，such as wings and currents
D. All of the above
should the navigator do when observing ship's position in coastal waters?
A. He should use radar ranges instead of radar bearings，if possible
B. He should always try to make the uncertainty low in his observation
C. He should know the possibility of uncertainty in the techniques he is using
D. He should take A，B and C into account
one of the followings is incorrect?
A. Winds and currents may deviate your vessel from your desired course
B. A magnetic compass bearing has less uncertainty than a transit of objects marked on the chart
C. A vertical sextant angle and a bearing has greater certainty than two bearings
D. The prudent navigator should choose those techniques with greatest certainty to his fix
is the passage mainly discussed?
A. Variety of fixing method
B. Techniques of position- fixing
C. Position-fixing in coastal waters
D. Certainty and uncertainty in the techniques being used

Passage 21
It has been reported that one of our vessels suffered an accidental release of dry powder. This happened during a routine，
three monthly test of the system. The third officer was checking the fixed dry powder extinguishing system and decided
to check the content of the pilot bottle. This particular system has two valves，one on the bottle itself with the pressure
9

gauge behind it and the other one isolating the pilot bottle from the system. In order to check the pressure，the officer
changed the position of the isolating valve into position he thought closed (perpendicular to the pipeline) and opened the
bottle valve. By doing that he activated the dry powder system and the entire 1800kgs of dry powder was discharged on
deck through the dry powder manifold monitors.
A lesson to be learnt from the above incident - make sure that not only the isolation valve is close but also the pipe is
disconnected to avoid accidental release of dry powder.
did the accident happen?
A. During a routine survey
B. During a test three months ago
C. During a routeing test three months ago
D. During a routine test at intervals of three months
did the third officer want to do?
A. He wanted to check the content of pilot bottle.
B. He wanted to check the content of fixed dry powder system.
C. He wanted to check the valves for leakage.
D. He wanted to check the pressure gauge of pilot bottle.
closed position of the isolating valve the third officer thought is that ______?
A. the valve was perpendicular to the pipeline.
B. the valve was changed to any position other than perpendicular to the pipeline.
C. the valve was perpendicular to the pipeline and the manifold monitors was shut too.
D. Not mentioned in the passage.
ing this passage，which one of the followings is incorrect?
A. The system should be checked at regular interval of three months.
B. pilot bottle can't be checked at any time
C. The entire dry powder was accidentally discharged on deck.
D. The third officer activated the dry powder system by mistake.

Passage 22
During the watch the course steered，position and speed shall be checked at sufficiently frequent intervals，using any
available navigational aids necessary，to ensure the ship follows the planned course.
The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and
navigational equipment on board the ship and shall be aware and take account of the operating limitations of such
equipment.
The officer in charge of the navigational watch shall not be assigned or undertake any duties which would interfere with
the safe navigation of the ship.
Officers of the navigational watch shall make the most effective use of all navigational equipment at their disposal.
When using radar，the officer in charge of the navigational watch shall bear in mind the necessity to comply at all times
with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea，in
force.
purpose of checking the course steered，position and speed is ______.
A. to steer the course
B. to ensure the at frequent intervals
C. to ensure the ship follows the planned course
D. to use them safely
is not necessary for the officer in charge of the navigational watch to be aware of ______those equipment on
board.
A. the location of B. the operation of
C. the amount of D. the limitations of
087.______means the power to be used freely.
A. At their disposal B. Taking account of
C. Interfering with D. The necessity to comply
using radar，the officer in charge of the navigational watch shall act in accordance with______.
A. the necessity to comply
B. the COLREG
C. the effective use of the equipment
D. the provisions contained in the navigational regulatons

Passage 23
Major coast radio stations all over the world transmit，at regular intervals and in code，weather information for ships
within range. Weather information consists of ten parts，of which ships usually make use of three，that is，warning，
synoptic situation and forecast. With weather information，mariners are able to keep away from disastrous weather at sea
and reduce the danger a great deal. As terrible weather is predicted，ships can take precautions beforehand，by delaying
the voyage or seeking shelter in a safe place. If there is a high sea or a long swell，they can take some measures to
10

safeguard the cargo and the ship.
radio stations generally provide weather information for ships _______.
A. in code B. in a certain language
C. in written form D. by mail
ing to this passage，the weather information usually will not tell in advance the mariners about _______.
A. a long swell
B. a high sea
C. forecast winds
D. ETA of their ship at the destination
the following，______ is not the way for ships to keep away from bad weather.
A. delaying voyage B. staying in port
C. speeding up D. pumping out ballast water
092.______ parts of Weather Information are usually not used by mariners.
A. 10 B. 3
C. 7 D. 13

Passage 24
At about 0355，the second mate ended his radio conversation and went to the chart table to write up the log. With the
second mate apparently busy，the seaman on watch attempted to identify the lights on the other vessel. When he returned
to the bridge front，he suddenly saw a mast，with lights on it，passing extremely close to the starboard side and called out
in alarm to the second mate. The second mate immediately engaged manual steering and applied 15° of port rudder. The
seaman went to the starboard bridge wing from where he saw a vessel about two ship lengths astern. The second mate
and the seaman had apparently not heard or felt any impact and they assumed that the other vessel had passed clear. The
second mate heard the fishing vessel's calls to the ship on VHF，but he did not acknowledge them. He also heard its
communications with Brisbane Radio，but he did not respond. About 0750，the agent of the ship had been informed by
the Brisbane harbour master that the ship had been in a collision with the fishing vessel.

were _______ persons on the bridge when the accident occurred.
A. 1 B. 2
C. 3 D. 4
is inferred that the 2O was _______ when the close quarter situation was developing.
A. talking over VHF with the fishing ship
B. not keeping a proper lookout，and allowed himself to be distracted by his radio conversation with his friend
C. engaging himself in other things which are more urgent at the moment
D. keeping a proper lookout but failed to identify the fishing ship
can be concluded that ______.
A. the two ships did not collided each other
B. the two ships collided each other，but none of them acknowledged the accident
C. only the fishing ship acknowledged the accident at the moment
D. only the big ship acknowledged the accident at the moment
the following，______ is not likely to be the contributing factor of the accident.
A. the second mate was not keeping a proper look out at the moment
B. the seaman did not report to 2O what he saw
C. the fishing ship was not keeping a proper look out at the moment
D. in the night it was too dark or too difficult for the crew members to identify each other

Passage 25
Charts should be used with prudence：there are areas where the source data are old，incomplete or of poor quality. The
mariner should use the largest scale appropriate for his particular purpose；apart from being the most detailed，the larger
scales are usually corrected first. When extensive new information (such as a new hydrographic survey) is received，
some months must elapse before it can be fully incorporated in published charts. On small scale charts of ocean areas
where hydrographic information is，in many cases，still sparse，charted shoals may be in error as regards position，least
depth and extent. Undiscovered dangers may exist，particularly away from well- established routes.
097.______are the most detailed.
A. the larger scale charts
B. the smaller scale charts
C. the charts covering the area where the source data are old，incomplete or of poor quality
D. the charts which are corrected to date
the area ______the charted shoals are unlikely to be in error.
A. where hydrographic information is still sparse
B. where the source data are old，incomplete or of poor quality
C. away from well-established routes
11

D. where new hydrographic survey information has just been incorporated in the charts
the information provided by a chart covering an area where a new hydrographic survey has just been carried out
has still some error as regards position，least depth and extent of shoals，the most probable reason is that ______.
A. the survey did not discover the shoals there
B. the survey was incomplete or of poor quality
C. the survey was made away from well-established routes
D. the survey information has not yet been fully incorporated in the chart
passage is most likely extracted from ______ of NM.
A. Section I - Explanatory Notes
B. Section II - Updates to Standard Navigational Charts
C. Section III - Reprints of Radio Navigational Warnings
D. Section IV - Amendments to Admiralty Sailing Directions

Passage 26
The overall concept upon which the GMDSS is based is that all ships will carry an Emergency Position Indicating Radio
Beacon (EPIRB). EPIRBs are designed to alert a shore Rescue Co-ordination Centre (RCC)，via a satellite link，in the
event of an emergency. They can be operated both manually and automatically. They will also provide the identity and
approximate position of the ship in distress. The RCC will then use modern communications to discover what ships are
in the vicinity and marshal appropriate resources to provide assistance. For this purpose the GMDSS establishes Distress
and Safety Communications which will be used by ships. These include VHF，MF，HF and satellite services. In addition，
the GMDSS establishes broadcast systems for the transmission and automatic receipt of Maritime Safety Information
(MSI). This includes Navigational Warnings，Meteorological Warnings，Meteorological Forecasts，Initial Distress Alerts
and other urgent information.
the event of an emergency，RCC will ______ appropriate resources in the vicinity to provide immediate
assistance.
A. arrange appropriate resources in the vicinity to provide assistance
B. try to prohibit ships in the vicinity from providing any assistance
C. investigate the case to see if it is necessary to provide assistance
D. communicate to the ship in distress all Navigational Warnings，Meteorological Warnings，Meteorological
Forecasts，Initial Distress Alerts and other urgent information
an emergency case，which of the following relationships seems to be logical in the GMDSS communication?
______
A. Ship in distress satellite RCC salving ship
B. Satellite RCC ship in distress salving ship
C. RCC ? satellite ? ship in distress salving ship
D. Salving ship RCC satellite ship in distress
of the following is not true concerning the advantages in using the GMDSS system? ______
A. The assistance in detail required by the ship in distress can be provided by EPIRB
B. The identity of the ship in distress will be provided by EPIRB
C. Appropriate arrangements can be made to assist the ship in distress
D. The approximate position of the ship in distress will be provided by RCC to all ships in vicinity
of the following is true concerning the use of GMDSS? ______
A. In the Distress and Safety Communications，VHF，MF and HF are prohibited.
B. GMDSS can only receive Distress and Safety information，but not transmit any information to other mobile
stations or stations ashore
C. Navigational Warnings，Meteorological Warnings，Meteorological Forecasts and Initial Distress Alerts are
considered to be Maritime Safety Information
D. EPIRBs can only be operated manually

Passage 27
Crewmembers and other personnel onboard must familiarize themselves with the Muster list and Emergency Instructions
posted up in the crew's quarters and other conspicuous(显著的) places.
The Muster list specifies details of the general emergency alarm signal and also action to be taken by crew and
passengers when this alarm is sounded; specifies how the order to abandon ship shall be given; shows the duties assigned
to the different members of the crew in connection with the closing of various doors and mechanisms，the equipping of
the lifeboats and buoyant apparatus，the general preparation of any other boats，buoyant apparatus，inflatable life rafts
and all other matters，and the extinction of fire; specifies which officers are assigned to ensure that life-saving and
fire-fighting appliances are maintained in good conditions and are ready for immediate use; specifies definite signals for
calling all members of the crew to their boat and fire stations and shall give full particulars of these signals.
function of the followings is not mentioned about Muster list in the passage?
A. How to order to abandon ship
B. How to assemble the crew and passengers
12

C. The apparatuses used to release various alarms
D. The actions of a crewmember onboard when in emergencies
phase
A. Be familiar with B. Familiarity with
C. Get in touch with D. Used to
word
A. Ignition B. B．Existing
C. C．Extinguishing D. Breaking out
one of the followings is false?
A. Muster list shows officers' duties only
B. Muster list is posted up in the crew's quarters and other conspicuous places
C. Muster list specifies which officers are in charge of the maintenance of lifesaving and firefighting appliances
D. All of the above

Passage 28
Intention can be inferred in many ways by the courts. Thus the discharge at Cadiz instead of Bombay nefarious
reasons transshipment was declared to be an unreasonable deviation
has been proffered for the deviation. geographic deviation abrogated the contract because
that the deviation was other than voluntary.，where the court was unable to find that a defendant's
action constituted ，
majority of decisions require that intention be proved in cases of deviation and quasi- deviation. The carrier has the
burden of proving that it had no intention to deviate or that the deviation was not for the carrier's sole benefit.
Accordingly，a geographic deviation due to an erroneous change of course by the master is not a deviation，but an error
in navigation; in such a case，the carrier is protected under the Rules. If，however，the master is ordered to alter the
customary or planned route，or deliberately takes it upon himself to do so，for a reason other than to save persons or
cargo (or some similar reason)，then the course alteration is an unreasonable deviation，because it is intentional and for
the carrier's own benefit.
the carrier has proved that he had no intention to deviate or that the deviation was not for his sole benefit
________.
A. he will be exculpated of liability
B. he is to investigate the case further
C. he will not be exculpated of liability
D. he has to contact with the shipper to see if he himself is free of any liability
110.A geographic deviation due to an erroneous change of course by the master ________.
A. is not a reasonable deviation
B. is not an error in navigation
C. is a reasonable deviation
D. can not be determined if it constitutes a reasonable deviation
the court is unable to find that a defendant's action constituted voluntary deviation without reasonable
cause，
A. the defendant will not be responsible for the loss and damage
B. the defendant will be responsible for the loss and damage
C. if the defenant be responsible for the loss and damage can not be determined
D. the court should not make any decision
unreasonable deviation must be committed by the master ________.
A. intentionally
B. for the carrier's own benefit
C. intentionally and for the carrier's own benefit
D. reasonably

Passage 29
A tropical storm is not so extensive as the depression of higher latitudes but，within 75miles or so of the center，the wind
is often far more violent，and the high and confused seas near the center may cause considerable damage to large and
well-found ships，while small vessels (for example，destroyers) have foundered . The danger is still greater when ships
are caught in restricted waters without adequate room to maneuver. Within 5 to 10 miles of the center the wind is light or
moderate and variable，the sky is clear or partially so，and there is a heavy，sometimes mountainous，confused swell. This
area is known as the
________ of the depression of higher latitude ________ that of a tropical storm.
A. scope is much bigger
B. Wind is always much more violent
C. formation is as same as
D. Danger is often more serious than
of the following statements is correct?
13

A. The nearer to the center of a tropical storm，the more dangerous it will be.
B. The strong wind caused by the tropical storm can only damage small vessels.
C. The danger will become small when ships are proceeding in restricted waters.
D. The wind is the most violent within about 75 miles of the tropical storm center
phenomenon may appear in the
A. The wind force never changes B. The sky is wholly clear
C. The sea is light or moderate D. There is often a heavy swell
word
A. the direction from which he wind blows
B. the central calm area
C. the area with the radius of 15 kilometers of tropical storm
D. the area with the wind of less than force 6

Passage 30
NEW AND AMENDED TRAFFIC SEPARATION SCHEMES
OFF TUSKAR ROCK (amended scheme)
(Reference chart: British Admiralty 1787，2004 edition.
Description of the traffic separation scheme
(a) A separation zone，two miles wide，is centred upon the following geographical positions: (1) 52°14'.0 N，6°00'.8 W
(2) 52°08'.5 N，6°03'.8 W (3) 52°04'.7 N，6°11'.5 W
(b) A traffic lane，three miles wide，is established on each side of the separation zone.
Inshore traffic zone
The area bounded between the landward boundary of the traffic separation scheme and lines connecting Tuskar Rock
Lighthouse (52°12'.2N，6°12'.4W) and the following geographical positions is designated an inshore traffic zone:
(4) 52°15'.2 N，6°57'.0 W (northerly corner of the scheme) (5) 52°07'.8 N，6°15'.6 W (westerly corner of the scheme)
Passage 38
distance between the seaward boundary and landward boundary the traffic separation scheme is ________
miles.
A. 2 B. 3
C. 5 D. 8
traffic separation scheme consists of ________ traffic lanes.
A. 2 B. 3
C. 4 D. 5
119. Tuskar Rock Lighthouse is located nearby the ________.
A. westerly corner of the scheme
B. northerly corner of the scheme
C. middle of the scheme
D. outside of the scheme
traffic separation scheme is probably leading in ________ direction.
A. NW-SE B. N-S
C. E-W D. NE-SW

Passage 31
Sudden steering system failure of an oil tanker led to collision with a passing bulk carrier in the Baltic Sea. The collision
resulted in serious damage to both vessels and spillage of 2，700 tonnes of fuel oil from the tanker.
The cause of the sudden steering failure could not be established. Small passing distance (0.5 miles) between the two
vessels precluded effective avoidance action being taken on both vessels. Both vessels unnecessarily restricted their
passing distance by choosing the deepwater route although their relatively shallow draft permitted them to use the
recommended directions of traffic flow outside the deepwater route.
Vessels should avoid using deepwater routes when their draft permits them to use a traffic separation scheme. OOW
should remain at heightened alert when passing another vessel at close range and should be vigilant(警惕) for equipment
failure and unexpected response from own or other vessel including interaction between vessels passing each other at
close distances.
happened in the story?
A. An oil tanker grounded and spilled a large quantity of oil
B. A bulk carrier collided with a sunken rock and spilled some fuel oil
C. An oil tanker collided with a bulk carrier and spilled some fuel oil
D. A bulk carrier collided with an oil tanker and spilled some fuel oil
of the following statements is true?
A. Improper maintenance led to the steering system failure
B. Both vessels took effective avoidance action
C. There was not sufficient depth of water in the channel
D. Both vessels chose the deepwater route
14

of the following statements is NOT true?
A. Vessels shall never use deepwater routes
B. OOW shall always keep a sharp lookout
C. OOW shall be watchful for the equipment failure
D. OOW shall be careful at the response from other vessel
of the following may be the cause of the accident?
A. Sudden steering failure B. Restricted passing distances
C. Both A and B D. Neither A nor B

Passage 32
An aircraft lift on board RFA Argus was loaded beyond its safe working load of 18.4 tonnes. There were no injuries to
any personnel，or material damage to the ship or its equipment.
During a planned stay in port，500 compressed CO2 cylinders were required to be landed. These were normally stowed
on a lower deck and needed to be transferred to the weather deck before being taken ashore. Before the vessel's arrival in
port，the planned operation was discussed between various officers and senior ratings，one of whom was to supervise
final discharge of the cylinders from the ship.
Once in port，a senior rating gave instructions to three juniors to transfer a number of cylinders to the weather deck. He
then left them alone to load the cylinders onto the platform of an aircraft lift. The cylinders weighed 19.95 tonnes，which
was greater than they had been instructed to load. In addition to this excess weight they added a fork lift truck weighing
5.5 tonnes. The lift was then raised.
When it reached the weather deck，the lift was unable to stow at the correct level. When investigated it was discovered
that the load of both CO2 bottles and the fork lift truck was greater than its safe working load (SWL) and this had
prevented the locking cleats at the flight deck (weather deck) engaging. The lift was taken out of service for testing and
inspection.
safe working load of the aircraft lift is ________ tonnes.
A. 18.4 B. 19.95
C. 5.5 D. 500
aircraft lift was overloaded by a weight which is ________ more than its SWL
A. 1.55 B. 3.95
C. 5.5 D. 7.05
was the ________ that had prevented the locking cleats at the flight deck (weather deck) engaging.
A. fork lift B. CO2 bottles
C. overloaded weight D. the three juniors
is implied in the passage that ________.
A. the lift should be raised slowly to avoid the accident.
B. the aircraft lift on board RFA Argus should be driven by super power
C. the senior rating should give instructions in more detail to the three juniors to transfer a number of cylinders to the
weather deck.
D. if the unloading operation was supervised by an officer who has sufficient experience of the loads，lifting
equipment and the overall operation，the accident would had been avoided.

Passage 33
The objective of lashing the coils is to form one large，immovable block of units in the hold by lashing them together.
In general，strip coils in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of
bare-wound coils group-lashing should not be applied due to their fragile nature；the end row of a top tier should be
secured by dunnage and wires，which are to be tightened from side to side，and by additional wires to the bulkhead.
When coils are fully loaded over the entire bottom space and are well shored，no lashings are required except for locking
coils.
The lashings can be of a conventional type using wire steel band or any equivalent means. Conventional lashings should
consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to re-tighten the
lashings during the voyage. Wire lashings should be protected against damage from sharp edges.
If there are few coils，or a single coil only，they should be adequately secured to the ship，by placing them in cradles，
by wedging，or by shoring and then lashing to prevent transverse and longitudinal movement.
locking coil is ________.
A. a coil secured by shorings
B. a coil placed in cradle
C. a coil used to secure other coils
D. a coil secured by wedgings
general objective of lashing coils is to prevent them from ________.
A. transverse and longitudinal movement
B. rolling in the hold
C. vertical movement
15

D. fore-and-aft shifting
coils are fully loaded over tanktop and are well shored，________.
A. three end rows in the top tier should be lashed
B. no lashings are required except for locking coils
C. they should be secured to the ship by wedging
D. they should be placed in cradles
there is a single coil，its securing should be done by ________.
A. placing it in cradle and then lashing it
B. shoring it and then placing it in cradle
C. placing it in cradle，wedging it，shoring it and lashing it
D. lashing the three end rows

Passage 34
As for sub-contracting and indemnity，the Repairer shall be entitled to sub-contract on any terms the whole or any part of
the Works and any and all acts or things that are in the opinion of the Repairer necessary or desirable to carry out and
complete the Works.
The Customer undertakes that no claim or allegation shall be made against any person by whomsoever the Works is
performed or undertaken (including all sub- contractors of the Repairer)，other than the Repairer，which imposes or
attempts to impose upon any such person any liability whatsoever in connection with the Works，whether or not arising
out of negligence on the part of such person and，if any such claim or allegation should nevertheless be made，to
indemnify the Repairer against all consequences thereof.
a claim is made by the Customer against a sub- contractor，________.
A. the sub-contractor shall indemnify the Repairer against all consequences thereof
B. the Customer shall indemnify the sub-contractor against all consequences thereof
C. the sub-contractor shall indemnify the Customer against all consequences thereof
D. the Customer shall indemnify the Repairer against all consequences thereof
ng to this passage，________ is true.
A. the Customer undertakes not to make claims or allegations against the Repairer
B. the Repairer undertakes not to make claims or allegations against the Customer
C. the Customer undertakes not to make claims or allegations against a sub-contractor
D. the Repairer undertakes not to make claims or allegations against a sub-contractor
Repairer is entitled to sub-contract to ________on any terms all things that are in his opinion necessary to
complete the Works.
A. any person B. the Customer
C. a claimer D. an alleger
passage is likely extracted from ________.
A. a BL B. Gencon
C. Baltime D. a Ship Repair Contract

Passage 35
Whilst proper care must be taken with the stowage of all iron and steel，cargoes of pig iron，steel billets，round bars and
pipes are particularly difficult to secure effectively. In the upper tween decks of many two and three deck ships the
absence of hatch coamings more than a few inches high adds to the difficulty of securing pig iron and billets carried
abreast the hatchways and there appears to be a greater risk of cargo shifting in these spaces than in the lower holds. The
most effective way to secure these cargoes is to level them and over stow them with other suitable cargo. The over stow
should have sufficient rigidity or weight to act as a positive preventative to the movement of pig iron，steel billets，bars，
etc. Large quantities of uncovered pig iron or billets should not be carried in the upper-tween decks with the intention of
obtaining an unduly low metacentric height since this does not eliminate the risk of cargo shifting and may endanger the
ship if it does shift.
the pig iron，steel billets，round bars and pipes are stowed in ________ of a ship，their risk of shifting is the
greatest.
A. the upper tween deck
B. the lower tween deck
C. the lower hold
D. in any tween deck without hatch coamings
most effective way to stow such cargoes as pig iron，steel billets，round bars and pipes is to _______.
A. place them in the upper tween deck
B. over stow them with sufficient rigidity or weight to act as a positive preventative to the movement
C. lower the metacenter of the ship
D. obtain an unduly low metacentric height
will endanger the ship if the pig iron，steel billets，round bars and pipes ________.
A. have no risk of shifting
16

B. are over stowed with other cargoes of sufficient rigidity or weight
C. are stowed in lower hold
D. shift
passage is likely extracted from ________.
A. a BL B. Gencon
C. Baltime D. a Ship Repair Contract

Passage 36
With one possible exception，activity in the Dover Strait during the closing hours of 5 May 1998 was normal. It was a
dark clear night，the wind was west-south-west force 5 to 6 and traffic was moving easily both ways in the traffic
separation scheme. As so often happens a
bound lane. It was not identified.
The only additional，but by no means unusual，activity that night was a cross channel survey by the 1，774gt survey
vessel STM Atria. She was traversing the channel between a position off St Margaret's Bay and the Belgian coast. She
was showing the lights of a vessel restricted in her ability to manoeuvre，red white and red all round lights，and also
displaying an orange flashing light. Regular traffic information about her activities was broadcast by the CNIS every
hour. She was making good between 4 and 5 knots.
traffic separation scheme ________ in the Dover Strait.
A. was not established B. will be established
C. was in operation D. was removed
Atria was ________.
A. a B. a survey vessel
C. CNIS D. Dover Strait
speed of the survey vessel is between ________ knots.
A. 4 and 5 B. 5 and 6
C. 6 and 7 D. 7 and 8
ship heading north-east ________.
A. was in the wrong lane of the traffic separation scheme
B. was carrying out survey operations
C. did not carry any cargo on board
D. was a pirate boat

Passage 37
The bulk carrier，long recognized as the workhorse of the world merchant fleet，has over the years had its design refined
and optimized on the basis of previous successful experience. This provided what many considered to be a relatively
uncomplicated and safe structural configuration.
Recently，and regrettably with loss of human lives，a series of tragic ship losses has focused the attention of the marine
industry and the public on the performance and inherent safety of this ship type.
Extensive research and development，principally by the major classification societies，has highlighted the possible causes
of the bulk carrier losses and brought about necessary changes to the design and scantlings for new ships. For existing
ships，improvements to safety are anticipated through the reinforcement of the aft transverse watertight bulkhead，and the
double bottom structure in way，of the foremost cargo hold，the introduction of a more rigorous survey regime and
greater attention to operating procedures，particularly during cargo loading and discharge，in order to avoid over stressing
of the structure or mechanical damage.
this paragraph，the term
A. the ship that performs dependably in marine industries
B. a horse that is used for labor rather than for racing or riding.
C. a person who works tirelessly，especially at difficult or time- consuming tasks.
D. something that performs dependably under heavy or prolonged use
refined and optimized design of bulk carriers，considered by many people，________.
A. is relatively uncomplicated and safe in their structural configuration
B. is relatively complicated compared with previous structural configuration
C. is relatively not safe on the basis of previous successful experience.
D. will join world fleet recently
________ is not included in the anticipated improvements to safety for existing bulkships.
A. introduction of a more rigorous survey regime and greater attention to operating procedures
B. introduction of necessary changes to the design and scantlings
C. reinforcement of the aft transverse watertight bulkhead
D. reinforcement of the double bottom structure in way
is implied that a series of tragic bulkship losses ________.
A. will not be avoided even new design of their structure are introduced
B. were contributed by the improvements to safety for existing ships
C. has little effect on the marine industry and the public
17

D. were caused by their inherent structures

Passage 38
The ship loaded with general cargo had parcels of steel pipes of 13 inch diameter stowed 6 tiers high in the aft end of the
'tween decks. Two lengths of 2.25 inch steel wire were laid athwartships across the top of the third tier of pipes，taken
back over the top of the sixth tier on completion of stowage and tightened by bottle screws secured to the ship's framing.
In very heavy weather the steel pipes broke adrift and extensive damage resulted to framing，bulkheads，air and sounding
pipes，etc. The wire lashings and bottle screws were completely destroyed.
diameter of the steel pipes is ________ inches.
A. not mentioned B. 13
C. 6 D. 2.25
steel pipes were stowed in ________ ties.
A. 2 B. 3
C. 5 D. 6
steel pipes did not cause damage to ________.
A. framing
B. bulkheads
C. air and sounding pipes
D. the aft end of the 'tween decks
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.
ing 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
s 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℃
le 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
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
18

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.
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
________ are not arranged for the carriage of ballast water.
A. double bottom tanks B. topside tanks
C. hopper tanks D. vertical trunks or pipes，
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
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.
ng at hatch corners will directly permit water to enter ________.
19

A. topside tanks B. the cross deck strips
C. hopper tanks D. the primary barrier
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，
covers are ________.
A. primary barrier
B. secondary barrier
C. either primary barrier or secondary barrier
D. neither primary barrier nor secondary barrier
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.
ing to this passage，________ will be suffered from damage first.
A. primary barrier B. secondary barrier
C. double bottom D. transverse bulkheads
ion 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
e 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
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.
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
20

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
ve buoyancy condition refers to the condition of ________.
A. hogging B. sagging
C. rolling D. pitaching
reason why the ship would sink with two holds flooded is that she will loss her ________.
A. stability B. strength
C. bouyancy D. gravity
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.
paragraph is most likely to appear in ________.
A. Ship Slipping and Repairing Contract
B. Time Charter
C. Voyage Charter
D. Demise Charter
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
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
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 deviation where the shipper acquiesced in it，
had notice of it or could have expected it based on prior shipments with the same carrier，or where the carrier has made
known its ordinary stops by its advertisements，publications or other means.
181.A Relay Port means aan_______.
A. port of destination B. port of sailing
C. intermediate port D. port of refuge
will be possibly delivered slower to its destination by _______.
A. a feeder
B. a substituted ship
C. the liner on which it was first loaded
D. the liner on which it would be loaded should a feeder or substituted ship not be available
which of the following conditions is it not sufficient to judge that transshipment at the relay port does not
constitute an unreasonable deviation ? _______.
A. the transshipment is shown to be a custom of the trade
21

B. the shipper had notice of the transshipment
C. the shipper could have expected it based on prior shipments with the same carrier
D. the carrier has not made known its ordinary stops by its advertisements or publications
purpose of making use of a relay port by the carrier is to achieve the end of _______.
A. faster and more efficient delivery
B. avoiding unreasonable deviation
C. making known its ordinary transportation by its advertisements，publications or other means
D. preventing the adverse influence to the carriage by a custom of the trade

Passage 47
Individuals involved directly and indirectly in the handling of dangerous goods shall receive training designed to provide
familiarity with the general provisions of dangerous goods transport requirements. Such training shall include a
description of the classes of dangerous goods; labelling，marking，placarding and packaging，segregation and
compatibility requirements; a description of the purpose and content of the dangerous goods transport document; and a
description of available emergency response documents.
These persons shall have to receive detailed training concerning specific dangerous goods transport requirements which
are applicable to the function the persons performs.
And of course they shall also receive the complete safety training. Commensurate with the risk of exposure in the event
of a release and the functions performed，each person shall receive training on： Methods and procedures for accident
avoidance，such as proper use of package-handling equipment and appropriate methods of stowage of dangerous goods;
Available emergency response information and how to use it; General dangers presented by the various classes of
dangerous goods and how to prevent exposure to those hazards，including if appropriate the use of personal protective
clothing and equipment; and Immediate procedures to be followed in the event of an unintentional release of dangerous
goods，including any emergency response procedures for which the person is responsible and personal protection
procedures to be followed.
ntional Release of dangerous goods means primarily _______ of the goods.
A. accidental release B. proper release
C. slow release D. emergency release
of package-handling equipment and appropriate methods of stowage of dangerous goodsis an item
covered by _______.
A. the training of familiarity with the general provisions of dangerous goods transport requirements
B. function-specific training
C. the training of proper shipping business
D. the safety training
immediate procedures to be followed in the event of an unintentional release of dangerous goods are covered by
_______.
A. the safety training
B. the training concerning specific dangerous goods transport requirements
C. the training designed to provide familiarity with the general provisions of dangerous goods transport requirements
D. the protection procedures
best title of this passage should be _______.
A. Emergency Response Procedures for the Carriage of Dangerous Goods by Sea
B. Release of Dangerous Goods and Exposure in the Accidents
C. Proper use of Dangerous Goods
D. Training of Persons Involved in Handling of Dangerous Goods

Passage 48
One of the major problems is that flooding of a hold space may occur without the knowledge of the crew，particularly in
heavy weather conditions where visibility may be minimal and any changes in the response of the ship may be masked
by the storm. The influence of flooding No. 1 hold on a bulk carrier carrying ore，from a naval architecture point of
view，is of course to create a significant trim by the head. It is considered that on a well maintained ship this should be a
survivable situation. In the event that flooding progress to the adjacent No. 2 hold then the consequent trim can immerse
the deck forward and the survivability of the ship under storm condition becomes doubtful. Another is also important and
if this is a consequence of transverse watertight bulkhead failure then the shock loadings，both in terms of over and under
pressures could create a chain reaction involving hatch covers being displaced，bulkheads collapsing，etc.，within a few
seconds resulting in an almost instantaneous loss of hull buoyancy and the ship sinking. Knowing when the holds are
taking in water is，therefore，considered very important.
189. The following _______ is not the reason that flooding of a hold space may occur without the knowledge of the
crew.
A. that the visibility may be too poor at the moment
B. that changes in the response of the ship may be masked by the storm
C. that the conditions of the weather may prevent the crew members from detecting the response of the ship
D. that the crew members are poorly educated and have not enough knowledge
22

190. The flooding of No. 1 hold _______.
A. will result in an almost instantaneous loss of hull buoyancy and the ship sinking
B. will create a chain reaction involving the hatch covers being displaced，bulkheads collapsing
C. will progress to the adjacent No. 2 hold
D. is normally a survivable situation
191. If _______，the consequent trim can immerse the deck forward and the survivability of the ship under storm
condition becomes doubtful.
A. No. 1 hold is flooded
B. No. 2 hold is flooded
C. both No. 1 and No. 2 hold are flooded
D. either both No. 1 or No. 2 hold is flooded
192. The best title of this paragraph shall be _______.
A. The flooding and division arrangement of the ship
B. Knowing when the holds are taking in water is very important
C. Crew members will never know when the holds are flooded
D. Flooding is unavoidable

Passage 49
On the bridge for the approach to the pilot boarding ground were the Master，who had the con，the Mate，as Watch
Officer，and a seaman at the wheel，while the Third Mate went on deck to meet the pilot. The normal procedure onboard
was for the Second Mate to prepare the voyage plan and to lay off the courses on the charts. However，because the
passage from Burnie to the Tamar River was relatively short and because he intended stopping and drifting for two to
three hours，the Master decided to lay off the courses himself.
In the past，when the company employed Japanese officers，the Master would discuss operational and navigational
procedures with them. However，since the introduction of the employment of Filipino officers，the Master no longer did
this，with the result there was no cohesive bridge team. When the pilot launch arrived alongside，the Mate went to the
port bridge wing and remained there until such time as the Pilot had gained the deck. At a critical stage，when
manoeuvring close to a reef，he was providing no active support to the Master by monitoring the vessel's progress，either
by radar or by the electronic plotting table. With no active support from the Mate，the Master had quickly plotted the
position at a time he recorded as 0606，from which he realised there was a danger of the stern swinging into the eastern
shallows of Hebe Reef. In instructing the helmsman to steady on 160o，however，he does not appear to have appreciated
the developing situation with West Reef，created by that action，and the vessel grounded fast in the Reef.
193. The Master did not discuss operational and navigational procedures with his mates because _______.
A. he has ethnic or cultural prejudice in his dealings with those officers
B. he laid off the courses himself
C. the bridge was adequately manned for the operation
D. the Second Mate did not prepare the voyage plan and lay off the courses on the charts
194. Of the following _______ is not a contributing factor leading to the grounding accident.
A. that Master did not inform the Mate of his intended actions or seek the Mate's support in monitoring and advising
him on the progress of the manoeuvres
B. that the Mate did not provide active support to the Master
C. that navigational equipment was either ignored or not used to full effect
D. that the Mate went to the port bridge wing and remained there
195. It is inferred that the vessel started the voyage in _______.
A. an early morning B. a late evening
C. an afternoon D. a midnight
196. The main cause of this accident is the lack of _______.
A. seamanship skill of the Master and the Mates on the bridge
B. Bridge Resource Management procedures，
C. academic education of the crew members，including the Master and Mates
D. communications between the Pilot，the Master and the Mates on board the vessel

Passage 50
The effectiveness of an anchor depends largely on the material that constitutes the sea or estuary (河口)bottom，normally
determined by the hydrographers who have surveyed the sea and identified it for the convenience of mariners on the
chart. When preparing to anchor，the ship's Master needs to know，besides the water depth，the
whether it is of sand or mud，or rocky. The Master will try and avoid
that may snag the anchor，and will be happier where the bottom is of mud or sand，that will enable the flukes of the
anchor to dig(掘土) in and hold the ship fast. The holding quality is also helped by having plenty of cable out to lie on
the bottom，which itself acts as a brake on movement.
Tides or winds may affect the safety of an anchorage and the officers of the watch need to watch the position of the ship
23

carefully，lest(以免) the anchor drags and the ship be washed ashore. Visual compass bearings of shore marks can
provide a good indication of any untoward movement，although care must be taken not to confuse an anchor dragging
with the normal swinging around the mooring as the tide or wind changes.
While merchant ships tend to use a convention anchor with two flukes that can be housed in a tubular hawse pipe when
recovered aboard ship，specialist anchors have been devised for different types of craft. Drilling rigs，for instance，have
anchors that are optimal for the particular sea bottom，and a big semi-submersible will lie to a pattern(式样) of perhaps
eight anchors，laid out by anchor handling supply boats which are in attendance when the rig is moved. Permanent
moorings，for navigational buoys may use screw anchors which are screwed into the sea bottom，while light vessels often
employ very heavy anchors shaped like a mushroom.
197．______ is compared to
A. The fluke of the anchor
B. The chains lying on the bottom
C. The chains hanging in the water
D. The brought-up of the anchor
198．The total holding forces of an anchor come from _____.
A. The digging in of the flukes of the anchor and the quality of the bottom
B. The quality of the bottom and the cables lying on the bottom.
C. The brake and the cables lying on the bottom.
D. The digging in of the flukes of the anchor，the quality of the bottom and the length of cable lying on the bottom
199．The term ANCHOR DRAGGING means ______.
A. the normal swinging around the mooring as the tide or wind changes
B. an untoward movement of the anchor
C. the ship being washed ashore
D. the ship being pulled along with difficulty or effort by another ship
200．Which of the following is correct as to the specialist anchoring?
A. The best ground for specialist anchoring is sand or mud.
B. Specialist anchoring can be done anywhere.
C. Specialist anchoring is usually designed to create larger holding forces.
D. The holding forces of a specialist anchoring is least when the anchor is screwed into the sea bottom

Passage 51
A fire in dry-dock，with the ship connected to the shore water mains，can be a problem for fire fighting． I was the chief
mate on an old dry cargo ship in a British dry-cock when，during the lunch hour，a welder decided to work on the
starboard lifeboat davit． He warned nobody of his intentions and climbed up into the lifeboat and started burning on the
after davit． The lifeboat was made of wood and had a petrol engine，which had obviously been oozing out over the
years onto the thwarts and bottom boards． A spark sent the whole thing up like a rocket and the welder only just
managed to escape with his life．
There was no fire watch，either by the dockyard or the ship because nobody realized he was working through． We put
the fire out before the fire brigade arrived，despite the lack of water pressure． By its very location，the fire in the boat
was isolated from the rest of the ship so nothing else caught fire from it． The lifeboat itself was a write-off，though．
did the fire break out?
A. A welder set on fire
B. A splashing spark made the oozing petrol on fire
C. A rocket in the boat set it on fire
D. The lack of water pressure resulted in the fire
did the welder do after the fire burning?
A. He set everything up with a rocket，then escaped
B. He wanted to escape，but failed
C. He escaped successfully
D. He did his best to put out the fire but failed，then he escaped
’s the consequence of the fire?
A. The lifeboat was completely damaged
B. A very little damage was caused to the boat
C. Nothing else was damaged except the after davit and engine
D. Not mentioned in the passage
one of the followings is incorrect?
A. Nobody knew the welder’s intention
B. It is the boat’s position stowed that saved the rest of ship
C. The fire was put out in spite of the lack of water pressure
D. Even informed，neither the dockyard nor the ship would send a fire watch

24

Passage 52
The Maritime Safety Committee has issued a circular in 1998 which makes the following suggestions on safety of
personnel during container securing operations：
It has been noted that a number of fatal accidents to crew and dockworkers have involved falls from the top of containers
during container securing and unsecuring operations. Although fall protection and fall arrest systems and equipment are
available for use whenever container top work is involved，they are cumbersome and reduce the speed of loading and
unloading operations of a ship，and thus of limited use and effect.
The conventional means of securing containers in non-cellular deck spaces are heavy and difficult to handle，resulting in
accidents and non-fatal physical injuries. Newly developed equipment such as semi-automatic and dual function
twistlocks are only partially effective in eliminating danger. They depend on the stacking height of containers on deck
not exceeding four and require a safe work place on the quayside for their application or removal.
A safer environment for personnel involved in the securing of containers can be achieved by shipowners and ship
designers focusing on the safety of container securement at the initial stages of the building of a ship，rather than relying
on operational methods for this purpose after the ship is built.
fall protection and fall arrest systems and equipment are provided for use，why did so many persons still fall
down during securing operations?
A. The persons involved are usually careless
B. The persons involved are occasionally negligent
C. Fall systems and fall arrest systems and equipment are heavy and awkward to carry and decrease the handling
speed
D. Fall systems and fall arrest systems and equipment are of little use and effect
regard to semi-automatic and dual function twistlocks，which of the followings is correct?.
A. They are very useful in eliminating danger
B. They are of little use in eliminating danger
C. Their application is limited
D. Their application may result in accidents and non-fatal physical injuries
optimum opportunity is considered to be _______.
A. at the initial stages of the building of a ship
B. after the ship is built
C. before the ship is designed
D. depended on operational methods
one of the followings is not mentioned in the passage?
A. It is the fact that there are crew members and dockworkers falling from the top of containers during container
securing operations and get injured seriously
B. Shipowners and ship’s designers can give a safer environment to crew members involved in the securing of
containers
C. MSC is seriously concerned with this problem
D. The specific measures have been suggested in order to solve the problem

Passage 53
The most common kinds of paint found on board ship are as follows： metal primers，which are applied to a bare surface
to give protection against rust and to act as a key to the next coat; undercoats，which are used over the primer before the
top coat; top coats which provide a hard-wearing surface and give the required color; heat-resistant paints for radiators
and pipes and for the ship’s funnel; non-slip paints for use on weather decks and other suitable surfaces such as
companion-ways; and varnishes to give a clear protective coat to woodwork. For painting，the surface of a ship’s hull is
divided into three distinct areas： the topside，boot-topping and bottom. Topside paint is supplied in the company’s
colors.
The topside is applied to the area of the ship’s hull which is out of the water when the ship is loaded. Boot-topping is
applied to that area of the hull which is out of the water when the ship is in the light condition and under water when the
ship is loaded. A ship’s bottom is given a coating of anti-fouling paint. Anti-fouling paints contain toxicants which are
poisonous to marine life. The toxicants have to dissolve out of the paint into the surrounding water in order to be
effective.
ing to the passage，the main deck should be applied with _______.
A. heat-resistant paints B. varnishes C. boot-topping paints D. non-slip paints
toxicants have to dissolve out of the paint into the surrounding water in order to be effective because _______.
A. they are poisonous to mariners’ life
B. they are toxic to marine life
C. they support marine life in all aspects
D. they have nothing to do with both mariners’ life and marine life
-topping paints should be applied to _______.
when the ship is laden
the ship is in the light condition
A. the ship’s bottom
25

B. the area of the hull which is out of the water when the ship is in ballast and under water
C. the area of the hull which is out of the water when the ship is loaded and under water when
D. the area of hull which is out of water when the ship is loaded
best heading for the passage should be ______.
A. Maintenance on board
B. Types of paint on a ship’s hull
C. How to apply the ship’s paints
D. The types of the ship’s paints and their applications

Passage 54
Failing to identify pre-shipment damage and neglecting to make appropriate notations on mate’s receipts and bills of
lading will deprive the carrier of his rights，limitations and immunities under the contract of carriage and may prejudice
club cover. Assertions are sometimes made by cargo interests that rust on a particular shipment is normal and will not
affect its market value. Such comments should be disregarded.
In all cases where a steel cargo is found to be rusty，it is imperative that remarks are made on the bills of lading，
irrespective of the apparent severity of the rust. The bills of lading should also be claused to reflect any physical
pre-shipment damage to the steel andor wrappers.
Selecting the most appropriate clauses to describe pre-shipment damage is not always easy，and the attending surveyor
should be consulted for advice. Care must be taken to confine the remarks only to the apparent condition of the steel.
Comments such as “damaged by stevedores” and “loaded during rain” have no value.
Similarly，words such as “slight”，“superficial”，“partial” and “atmospheric” may be open to misinterpretation and should
never be used. Wherever possible，the remarks should be specific.
carrier will be relieved of the responsibility if ______.
A. he fails to identify cargo’s pre-shipment damage
B. he fails to clause mates’ receipt and bills of lading.
C. he identifies cargo’s pre- shipment damage and make proper remarks on mate’s receipt and bills of lading.
D. he makes assertion that the rust is normal and will not affect its market value.
what condition should the bill of lading be claused?
A. when pre-shipment damage is serious
B. so long as a steel cargo is found rusty
C. so long as its physical pre-shipment damage is not easy to describe
D. You should consult the attending surveyor for advice about it.
do you think of the remark “partial damage to wrapper”?
A. It’s easy to cause misunderstanding.
B. It has no value.
C. It can not exempt the carrier from the liability if actual damage is found at the destination.
D. All of the above.
best title of this passage may be ______.
A. Carrier’s rights，limitations and immunities
B. Cargo’s pre-shipment damage
C. Clausing bills of lading
D. Value of remarks

Passage 55
During an anchoring operation，a vessel's anchor was run out under gravity to 6 shackles，checked and finally adjusted to
9 shackles on deck. A crew member who was on the forecastle but not directly involved with the anchoring operation，
was enveloped by the resulting dustdebris cloud and later complained of irritation to his eyes requiring treatment from
the shore doctor to alleviate it.
When engaged in anchoring，there is always a hazard from dust and debris flying off the anchor cable. With this in
mind，all persons in the vicinity should be wearing suitable personal protection including eye protection. The chief
officer in charge must always ensure that neither himself nor any other crew member stands in line with the anchor cable
either in front or behind the cable lifter，as there have been fatalities in the past caused by cables which have gone out of
control.
If there is any doubt as to the efficiency of the brake，anchors should always be lowered in gear，using the windlass
motor and never allowed to run so fast as to overheat the brake.
the first paragraph，we can get that ______.
A. the crew member was directly engaged in anchoring operation.
B. the crew member was enveloped by anchor chains.
C. the crew member had been injured by anchor chains.
D. the crew member had foreign material in his eyes.
218.“Fatality” in the second paragraph means ______.
A. injury B. death C. fracture D. fate
26

engaged in anchoring，what you should not do is ______.
A. to stand near behind the windlass
B. to wear goggles
C. to wear gloves
D. to lower anchors in gear if there is no doubt as to the efficiency of the brake
one of the followings is not mentioned in the passage?
A. Anchor can be lowered under gravity.
B. During anchoring，dust and debris are always flying off the anchor cable.
C. The chief officer should ensure the safety of those who engaged in anchoring.
D. The brake is always overheated during anchoring.

Passage 56
On 22 February 2005 the Bahamas flag bulk carrier Clipper Kawa was lying at the outer anchorage off the port of
Albany，Western Australia. At about 0815，the Bosun，with the two deck cadets and two seamen set to work transferring
used dunnage lying on the hatch cover of No.3 hold，to the space between the break of the forecastle and No.1 hatch.
The Bosun and the two cadets went to unlash the forward gantry crane of the ship. This done，the senior cadet remained
in the starboard driving cab while the Bosun，the junior cadet and the two seamen slung the dunnage. On completion，the
Bosun and the two seamen alighted from the port side of the hatch cover，while the junior cadet alighted on the starboard
side. The two seamen then went forward，and the Bosun，having received an
starboard side，signaled the driver to move the gantry forward to No.1 hatch.
After the gantry crane arrived at No.1 hatch and lowered the dunnage，the Bosun noticed that the junior cadet had not
arrived up forward. He walked aft on the starboard side and found the cadet，apparently unconscious，lying against the
hatch coamming of No.2 hold. The crew carried him into the crew's recreation room in the accommodation and the Chief
Officer started to apply CPR(Cardiopulmonary resuscitation，心肺复苏).
Shortly afterwards，on unzipping the overalls of the cadet，it was found that his abdomen had burst open and it was
concluded that he was. The post mortem revealed that he had died from shock and haemorrhage(大出血) following
multiple crush injuries.
dead person was ________.
A. one of the two seamen B. the junior cadet
C. the senior cadet D. the driver of the crane
222. ALL CLEAR was signaled by ________.
A. one of the two seamen B. the Bosun
C. the junior cadet D. the senior cadet
were ________ people working on the fore deck at the time of the accident.
A. 4 B. 5
C. 6 D. 7
can be concluded that ________.
A. Either fatigue or alcohol or both shall be considered to have been contributing factors in the death
B. the person was killed by one of the crew members，such as CO，Bosun or any other persons on board the ship
C. the dead person committed suicide himself for unknown reasons
D. the person died of an accident

Passage 57
Coils should be properly secured and lashed on board ship.
The objective is to form one large，immovable block of coils in the hold by lashing them together. In general，strip coils
in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils
group-lashing should not be applied due to their fragile nature; the end row of a top tier should be secured by dunnage
and wires，which are to be tightened from side to side，and by additional wires to the bulkhead. When coils are fully
loaded over the entire bottom space and are well shored，no lashings are required except for locking coils.
The lashings can be of a conventional type using wire steel band or any equivalent means. Conventional lashings should
consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to re-tighten the
lashings during the voyage.
Wire lashings should be protected against damage from sharp edges. If there are few coils，or a single coil only，they
should be adequately secured to the ship，by placing them in cradles，by wedging，or by shoring and then lashing to
prevent transverse and longitudinal movement.
G COIL is the coil ________.
A. which is placed between two underneath coils to prevent their shifting
B. which has a few locks on or around it
C. which can be locked from inside of the axe in the fore-and-aft direction
D. to which wedges should be used as stoppers when necessary during loading and discharging to prevent shifting
226. ________ should be secured by dunnage and wires.
A. the top tier of bare-wound coils
27

B. strip coils in three end rows in the top tier
C. the first tier coils
D. the end row of a top tier coils
s are usually needed for the stowage of ________.
A. the end row of a top tier of coils
B. strip coils in three end rows in the top tier
C. a few coils or only one coil on board the ship
D. the top tier of bare-wound coils
passage is probably extracted from ________.
A. IMDG Code B. BC Code
C. CSS Code D. SOLAS

Passage 58
On the evening of 22 March 2004，Tom was given to job of 'hatchman' at No. 6 hatch，loading bulk paper onboard
Tasman Independence. He made his way onto the vessel and down into No. 6 hatch. Jack，who was also rostered to work
that hatch，joined him in the hold. At 1900 hours，having completed his assessment，Tom called in the first load of bulk
paper and stowed it away on the second tier of the stow. Jack was preparing the belly straps and general lashing for both
tiers of cargo.
At 2035 hours，one of the ship's crew threw down a large bundle of tie downs onto the second level of the stow where
Tom was working. He picked up the bundle and threw them down to the deck where Jack would be able to access them.
As Tom did this，one of the tie down hooks fouled his overalls and he was pulled off the level he was working on. He fell
about 1.6 metres to the next level of the stow of cargo and then fell onto the deck，a further 1.6 metres below.
Jack was getting the belly lashings ready，when he heard a crash. He thought this was the ratchets hitting the deck and
continued working. After about a minute，Jack turned around and could not see Tom. Jack then moved and saw Tom
leaning up against the lower level looking shaken. At this time，a third stevedore，John，came into No. 6 hatch and
assisted Jack.
Jack and John gave first aid to Tom while the pulp spreader attached to the crane was changed over to a people carrier.
During this time an ambulance was called to the vessel. Tom was removed to the ambulance by the spreader and crane
and taken to Wellington Hospital for assessment.
fell ________.
A. from the weather deck to the second level of the stow
B. from the second level of the stow to the first level
C. about a distance of 1.6 metres
D. about a distance of 3.2 metres
working on ________.
A. the first level of the stow B. the second level of the stow
C. the weather deck D. the deck of No. 6 hatch
was ________ who caused Tom to fall down and injured.
A. Tom him self B. Jack
C. John D. one of the ship's crew
can be concluded that Tom was ________.
A. a stevedore
B. one of the ship's crew
C. an officer of the ship
D. a man whose job had nothing to do with the ship

Passage 59
A pleasure craft (8 meters) whilst anchored 28 miles from the nearest land for the night in a shipping lane off the North
East coast of Australia，with all hands on board sleeping，was struck by a passing bulk carrier. Fortunately there were no
casualties. The collision went unnoticed by the OOW and the lookout on the bulk carrier.
Available evidence indicates that proper radar and visual lookout was maintained on the bulk carrier. There could be
several possible reasons for the pleasure craft not being observed on the bulk carrier: (i) pleasure craft presented a poor
radar target; (ii) anchor light on the pleasure craft was too weak and did not comply with COLREGs; and (iii) reflection
of moonlight from the water prevented the pleasure craft hull being seen from the bulk carrier bridge. Another
contributory cause to the collision was the lack of a lookout on the pleasure craft which was anchored in a shipping lane
at night.
Numerous collisions occur between large ships and small craft every year resulting from lack of proper lookout on one
or both vessels. All watchkeepers need to be aware that small craft may not be readily sighted by radar or visually from
the navigating bridge of large ships. The importance of proper lookout on all vessels，large and small，cannot be
overemphasized and watchkeepers shall also be guided by Rule 5 on Look-out of the COLREGs. Smaller ships should
consider warning larger ships of any developing collision risk by using all available means including light signals，sound
signals and radio communication. Larger ships must remember that provision of proper radar lookout does not obviate
the need for effective visual lookout and vessels with operational radar shall be guided by Rule 6 (b) of the COLREGs.
28

All ships including small craft，shall avoid anchoring in a known shipping lane.
happened in the story?
A. A pleasure craft grounded in the channel
B. A pleasure craft was struck by a passing ship
C. A bulk carrier grounded in the channel
D. A bulk carrier was struck by a pleasure craft
of the following was NOT the cause for the incident?
A. poor radar target of the bulk carrier
B. poor lookout of the pleasure craft
C. weak anchor light on the pleasure craft
D. reflection of the moonlight
is emphasized in the passage?
A. the importance of proper radar use
B. the importance of proper lookout
C. the proper fitting of anchor light
D. the proper assessment of the risk of collision
of the following actions is NOT right according to the author?
A. To observe the COLREGS
B. To use radar properly in addition to lookout
C. To use radar all the time instead of lookout
D. To avoid anchoring in the shipping lane

Passage 60
Reballasting at sea，as recommended by the IMO guidelines，currently provides the best-available measure to reduce the
risk of transfer of harmful aquatic organisms(水生物)，but is subject to serious ship-safety limits. Even when it can be
fully implemented，this technique is less than 100% effective in removing organisms from ballast water. Some parties
even suggest that reballasting at sea may itself contribute to the wider dispersal of harmful species，and that island states
located 'down-stream' of mid-ocean reballasting areas may be at particular risk from this practice.
It is therefore extremely important that alternative，effective ballast water management andor treatment methods are
developed as soon as possible，to replace reballasting at sea. Options being considered include: Mechanical treatment
methods such as filtration and separation; Physical treatment methods such as electric currents and heat treatment;
Chemical treatment methods such adding biocides(杀生物剂)to ballast water to kill organisms，and various
combinations of the above.
All of these possibilities currently require significant further research effort. Major barriers still exist in scaling these
various technologies up to deal effectively with the huge quantities of ballast water carried by large ships. Treatment
options must not interfere unduly with the safe and economical operation of the ship and must consider ship design
limitations，and any control measure that is developed must meet a number of criteria.
does the passage imply?
A. Reballasting at sea is not always advisable
B. Some alternatives may affect safety operations of the ship
C. It is difficult to develop a more effective way other than reballasting for large ships currently
D. All of the above
main risk of ballast water according to the passage is that ______.
A. it may kill all other species in the oceans other than the organisms themselves
B. the disposal of ballast water may kill all other species in the oceans
C. The quantity of ballast water to be disposed of is huge
D. it may endanger other species in the oceans
ing to your knowledge，which could be the best alternative to handle ballast water with least environmental
effects upon the oceans?
A. filtrating and separating B. using biocides
C. reballasting D. all of A，B and C
does the author suggest as the best alternative to handle ballast water?
A. Mechanical treatment methods B. Physical treatment method
C. Chemical treatment methods D. Not mentioned




29

Chapter 2
航海英语阅读理解32篇
Passage 1-1
An aircraft lift on board RFA Argus was loaded beyond its safe working load of 18.4 tonnes. There were no injuries
to any personnel, or material damage to the ship or its equipment.
During a planned stay in port, 500 compressed oxygen cylinders were required to be landed. These were normally
stowed on a lower deck and needed to be transferred to the weather deck before being taken ashore. Before the vessel's
arrival in port, the planned operation was discussed between various officers and senior ratings, one of whom was to
supervise final discharge of the cylinders from the ship.
Once in port, a senior rating gave instructions to three juniors to transfer a number of cylinders to the weather deck.
He then left them alone to load the cylinders onto the platform of an aircraft lift. The cylinders weighed 19.95 tonnes,
which was greater than they had been instructed to load. In addition to this excess weight they added a fork lift truck
weighing 5.5 tonnes. The lift was then raised.
When it reached the weather deck, the lift was unable to stow at the correct level. When investigated it was
discovered that the load of both oxygen bottles and the fork lift truck was greater than its safe working load (SWL) and
this had prevented the locking cleats at the flight deck (weather deck) engaging. The lift was taken out of service for
testing and inspection.

001 The safe working load of the aircraft lift is ________ tonnes.
A. 18.4 B. 19.95 C. 5.5 D. 500
002 The aircraft lift was overloaded by a weight which is ________ more than its SWL
A. 1.55 B. 3.95 C. 5.5 D. 7.05
003 It was the ________ that had prevented the locking cleats at the flight deck (weather deck) engaging.
A. fork lift B. cylinders C. overloaded weight D. the three juniors
004 It is implied in the passage that ________.
A. the lift should be raised slowly to avoid the accident.
B. the aircraft lift on board RFA Argus should be driven by super power
C. the senior rating should give instructions in more detail to the three juniors to transfer a number of
cylinders to the weather deck.
D. if the unloading operation was supervised by an officer who has sufficient experience of the loads, lifting
equipment and the overall operation, the accident would had been avoided.

Passage 1-2
The Swedish dry cargo vessel Skagern, after partly discharging her cargo at Hull, sailed for her next port, Strood, with
a draught of 5.95m. The master soon realised, however, that he would not make the tide for berthing if he proceeded to
the Medway as planned, to pick up the pilot at the North East Spit. He therefore decided to change the passage plan by
shortening the distance and embarking his pilot at the Sunk light vessel. The officer on watch, the 2O, was told to make
the necessary adjustments and lay off the new courses.
The 2O made the original plan based on waypoints calculated and entered by another officer. These had been
marked on the various charts and had already been entered into the GPS navigator. When he amended the passage plan
he used the GPS to calculate a new course from a waypoint off Lowestoft direct to the Sunk pilot station. In doing so, he
didn't realise he had missed out a pre-programmed waypoint in the GPS for a position to the east of the East Shipwash
buoy.
He laid the new course off on the two smaller scale charts covering that part of the passage, but didn't notice that his
course line intersected the 5m depth contour to the west of the East Shipwash buoy. The 2O came on watch again four
hours before the vessel was due to arrive at the pilot station. One hour before arrival at the Sunk, and now in the vicinity
of the Shipwash Bank, the 2O prepared to embark the pilot. It did not occur to him that anything might be wrong.
Shortly afterwards, Skagern ran aground at a full speed of 14 knots. Although two tugs were dispatched from Harwich to
standby, the master was able to de-ballast his vessel and refloat her successfully with the aid of the main engine. There
was no pollution and there appeared to be no damage.

005 To embark the pilot earlier Skagern ________.
A. speeded up B. shortened the distance by adjusting the planned passage
C. made the tide D. engaged trade every two weeks
006 The grounding was caused by the reason of ________
A. the second officer missed a waypoint when steaming to the pilot station
B. the depth around the pilot station is 5.95m which is not sufficient to allow the vessel to keep always afloat
C. the GPS had something wrong when calculating the course
D. the vessel did not make the tide due to her late arrival
007 The vessel was refloated ________
A. with the aid of reverting her main engine
B. herself by pumping out some of her ballast
C. with the aid of her main engine and the two tugs from Harwich
- 30 -

D. with the aid of tide
008 The lessen of this accident is that ________
A. without proper planning of the ballasting and de-ballasting programme the vessel is likely to be involved
in such accident as grounding
B. a vessel should be well prepared for grounding when proceeding toward pilot station
C. when grounded, a vessel should try to contact the nearest coast station to apply for the aid of tugs
D. in this age of the GPS and push-button navigation, it is all too easy to be lulled into a false sense of
security and assume the position indicated is correct

Passage 1-3
The tug Vegesack was towing a barge engaged in
Channel. Tug and tow were part of a dredging programme. During the dredging contract, the practice was for the
dredging craft, Vegesack, to nominate the passing side for vessels. The barge was difficult to control in tidal and traffic
conditions, and the master needed to exercise considerable skill and anticipation, as well as having to liaise closely with
VTS and passing vessels. The German master had been issued with a pilotage exemption certificate and had been
operating in the channel for nearly two months before the incident.
The ferry Dana Anglia was outbound from Harwich in daylight and good visibility. When she was close to North
Shelf buoy, VTS called Vegesack and agreed that Vegesack, who was in the middle of the channel, would move to the
north side. This would enable both Dana Anglia and Bencomo, an inbound vessel currently passing No5 buoy, to pass to
the south. VTS gave this passing information to the two vessels.
While passing Platters buoy, Bencomo called Vegesack, requesting her to move to the north. Vegesack said she was
going to move to the Harwich (or south) side, and instructed Bencomo to pass to the north. VTS then intervened and
confirmed with Vegesack that she wanted both vessels to pass to the north. At this time, Dana Anglia was approaching
North West Beach buoy and could see Vegesack heading south, in contravention to what she had been asked to do and
had agreed.
Vegesack then started turning to the north. Dana Anglia sounded her whistle and put her engines to full astern.
Vegesack then passed close down the starboard side of Dana Anglia.

009 Vegesack and her tow ________
A. were laying stones into the channel to make the navigation more safer
B. were fishing in the channel
C. were passing vessels in the channel
D. were dredging in the channel by picking-up stones
010 It is the ________ that has, in accordance with the practice, the right to determine which side
to pass for both inbound and outbound vessels
A. Dana Anglia B. Bencomo C. VTS D. Vegesack
011 The situation was that ________
A. both Dana Anglia and Bencomo were inbound
B. both Dana Anglia and Bencomo were outbound
C. Dana Anglia was outbound, Bencomo, inbound
D. Dana Anglia was inbound, Bencomo, outbound
012 The lesson from this accident is that ________.
A. clarity of language is everything at sea
B. Dana Anglia should proceed in the middle of the channel
C. Vegesack should be away from any inbound and outbound vessel
D. it is not necessary for VTS to intervene with the communication between vessels in heavy traffic area

Passage 1-4
In the early hours of a November morning, the fully laden 42,259gt Panamanian registered container vessel
Ambassador Bridge was inbound to the English Channel, and had closed the south Devon coast to embark a pilot off
Brixham.
In preparing to embark the pilot at the port side pilot station situated some 4m above the waterline, a seaman was
detailed off to rig the pilot ladder and stand by to receive him. He made a radio check with the bridge when he arrived,
but when the bridge tried to contact him again as the pilot boat approached, there was no reply. An officer was sent down
to investigate.
The chief officer found the pilot door wide open, the ladder unrigged, water sloshing around the station deck, but no
sign of the seaman detailed off to prepare the ladder for embarkation.
The body of a man, later identified as the deceased seaman, was recovered from the sea some four hours later. He
was not wearing a lifejacket.

013 Ambassador Bridge was not ________
A. an inbound vessel to the English channel B. a Panamanian registered container vessel
C. in ballast D. near the Devon coast
014 Of the following, ________ is not correct.
- 31 -

A. the vessel was receiving her pilot who was to come down from the pilot station which was 4m above the
sea
B. the deceased did not rig the pilot ladder
C. the deceased reported to the bridge as soon as he arrived there
D. the vessel was receiving her pilot at port side
015 The body of the deceased seaman was recovered by ________
A. the CO B. the Pilot C. a salver D. someone not mentioned
016 It can be concluded that the deceased seaman ________
A. wore a lifejacket but lost it when overboard in the sea B. committed suicide
C. dropped into the sea to catch the pilot ladder
D. was given instructions in detail before being sent to his station

Passage 1-5
While berthed alongside in Tenerife, the cruise ship Arcadia was carrying out a lifeboat drill. One lifeboat was
successfully launched and as it was being recovered, the winch hoisting it failed. The lifeboat was still connected to the
falls and it dropped back into the sea.
To investigate what had happened, the crew had to wind the falls back onto the winch drum. The lifeboat was
disconnected while the crew tried to restart the winch. They were unsuccessful because of a fault on the hand crank
cutout switch.
The crew then attempted to wind the falls back on using the hand crank, but because of the time and effort involved,
the cutout switch was bypassed and power restored to speed up the operation. The crank handle was left in place.
The winch was started. It began to turn and so too did the handle which hit one of the crew over the head.
The investigation found that the winch failed in the first place because the oil used in the winch gearbox was not
one recommended. It was too viscose and would have prevented the coupling locking mechanism from operating
correctly.

017 It was the fault on the ________ that caused the failure to recover the lift boat
A. crank handle B. hand crank cutout switch C. power system D. falls
018 It was the ________ that hit the crewmember on his head.
A. falls B. hand crank cutout switch C. crank handle D. winch drum
019 The cause of the accident was that ________
A. the oil used in the winch gearbox was too viscose
B. the winch drum was connected with the falls
C. the life boat was too heavy
D. the bypass to the cutout switch was misused by the crew
020 The lesson from this accident is that ________.
A. seafaring is not all about facing unforeseen situations
B. it is not necessary to wear hard hats to prevent sore heads
C. the wrong oil can not have serious repercussions
D. do not start lifeboat winch motors with the crank handle in place

Passage 1-6
During the morning of 2 August 1999 the supply vessel Putford Worker was working cargo at installations in the
North Sea. She had completed operations at one installation without incident.
At 1110 she approached the second installation and carried out precautionary engine and steering tests. These were
satisfactory, and at 1115 the vessel was in position to work cargo. The master was on the bridge at the joystick control;
the weather was fine and the sea calm.
The first lift was a 10' x 8' container. The deck crew attached the hook of the installation's crane to the container,
and moved forward to a safe position. The master then noticed that the vessel was moving forward out of position and
moved the joystick to counteract the ahead movement. He then saw that the port propeller was indicating full ahead pitch,
so changed from joystick to manual pitch controls and promptly put them to full astern.
This did not prevent the vessel moving ahead so far that the attached container be dragged over the stern and into
the sea. Placing the manual pitch controls to zero then caused both propellers to return to neutral. Control of the vessel
was regained, and the problem did not immediately re-occur. Later tests and inspections by specialist control engineers
and the propeller manufacturers showed no fault with the control systems or the port propeller. However, some wear was
found in the feedback linkages on the control system of the starboard propeller. This was rectified, and manoeuvring tests
completed satisfactorily.

021 In this passage the supply vessel is ________.
A. one that supplies fuel oils to other deep sea vessels
B. one that supplies stores to other deep sea vessels
C. a tug boat D. smaller container vessel
022 The joystick is a device ________.
A. controlling rudders B. controlling shore cranes
- 32 -

C. controlling the operation of cargoes D. controlling the propellers
023 On noticing that the vessel was moving forward out of position, the master ________.
A. moved the joystick forward to go together with the ahead movement
B. moved the shore crane to go aftward
C. made the container move aftward by operating the joystick
D. operated the joystick to control the vessel and move her aftward
024 It is clearly demonstrated that ________.
A. although the testing of engines and steering before working cargo at an installation found nothing, it is an
important precaution
B. the testing of engines and steering before working cargo at an installation was not followed by Putford
Worker
C. there is no value of moving the deck crew clear once a lift is attached
D. had the deck crew not bothered to move clear from, the consequences could have been avoided

Passage 1-7
The contract of carriage of goods by sea is usually concluded as between the shipper and the carrier, either directly
or through their respective agents. Consequently, by virtue of the historic principle of privity of contract, only the shipper
and the carrier have the right to take action against one another under the contract of carriage. The only clear exception
to the rule was where the party having the right to sue assigned that right under a separate agreement to another party. On
the other hand, when goods are sold (as they typically are) prior to shipment, the terms of sale generally result in the risk
in the goods passing from the seller (the shipper) to the buyer (the consignee or endorsee, in the case of a bill of lading,
or the party entitled to take delivery under a waybill) when the goods cross the ship's rail in the port of loading.
Therefore, although the law recognizes that the shipper alone has the right to sue the carrier in contract for subsequent
cargo loss or damage occurring while the carrier had charge of the shipment, the shipper is not usually the party who
actually suffers that loss. Frequently, also, depending on the terms of sale, the shipper will no longer be the owner of the
goods at the time when the loss or damage occurs, and so will be unable to sue the carrier in tort.

025 The contract of carriage of goods by sea is usually concluded as between ________.
A. the seller and the buyer B. the shipper and the consignee or endorsee
C. the carrier and the consignee or endorsee D. the shipper and the carrier
026 When goods are sold prior to shipment the risk in the goods passes ________.
A. from the shipper to the carrier B. from the seller to the buyer
C. from the carrier to the shipper D. from the buyer to the seller
027 It is concluded ________ that only the shipper and the carrier have the right to take action against one another
under the contract of carriage.
A. by maritime laws B. by a mainstay of the common law in particular
C. by virtue of the historic principle of privity of contract D. by shipping practice
028 When goods are sold prior to shipment the shipper ________.
A. is not usually the party who actually suffers the subsequent loss
B. is usually the party who actually suffers the subsequent loss
C. will still be the owner of the goods at the time when the loss or damage occurs
D. will be responsible for the loss of or damage to the cargo he shipped

Passage 1-8
The 56000gt OBO vessel Hyphestos arrived at the oil terminal in Malmo, Sweden, at about noon on 16 March 1998.
Visibility was about 1 mile, there was no wind and the current was minimal. With an experienced pilot and his apprentice
pilot embarked, and three tugs in attendance, Hyphestos entered the basin. The intention was to stop the ship, swing off
the berth and go port side to, with the bow pointing seawards. The vessel was relatively large for the size of the basin.
The ship's bridge staff consisted of the master, second officer, a helmsman and a deckhand, when entering harbour.
There were no technical or language difficulties. Once Hyphestos had stopped off the berth, the swing was started with
the head tug pulling the bow to starboard, and the tractor tug aft pulling the stern to port. A third tug pushed on the
starboard quarter. Towards the end of the manoeuvre, the stern tug found herself very close to a buoy marking the
fairway, and in danger of damaging her towing cable. Her skipper informed the pilot of the problem, and was told to
slacken the cable and
With the turn nearly complete, Hyphestos was canted towards the jetty at an angle of about 45° and the bow some
200m off it. To close the distance, the pilot ordered
as
ahead, and by the time the vessel was some 40-50m off the jetty, and still heading for it, Hyphestos was making good
about 2 knots. The predicament was realised, astern propulsion was ordered, the ahead tug changed her direction of tow
to broad on the starboard bow. The stern tug which was still
port. Nothing happened. The headway was too great, and Hyphestos rammed the jetty and two shore cranes.

029 Hyphestos originally intended to berth ________.
A. starboard side alongside with her bow pointing seaward
- 33 -

B. starboard side alongside with her bow pointing inward
C. port side alongside with her bow pointing inward
D. port side alongside with her bow pointing seaward
030 The reason that the master interpreted
A. he did not understand the pilot's language properly
B. he did not believe the pilot's orders at that particular moment
C. he suffered a heavy stress when handling such a big vessel into a smaller basin
D. he intended to cause an accident to teach the pilot a lessen
031 The skipper is a ________.
A. captain B. CO C. pilot D. helmsman
032 It can be concluded that there were ________ persons on the bridge when the accident occurs.
A. 4 B. 5 C. 6 D. 7

Passage 1-9
Sealand Mercury, a 49,985gt container ship of 292m in length and maximum draught 12.5m, sailed from Trinity
Container Terminal, Felixstowe, at 1343. The tide was flooding. Low water had been at 1104; the height of tide was now
1.8m. She had two tugs made fast, one on her starboard bow and another through her centre lead aft. The visibility was
not good and had recently deteriorated to about 0.3 miles. A pilot was on board.
Due to the poor visibility and in accordance with Harwich Haven Authority guidelines, the duty VTS manager had
closed up a fog watch pilot in the VTS centre. Other vessel movements were adjusted so that Sealand Mercury's passage
to sea was unimpeded.
At 1406 she passed North Shelf buoy and was heading 152° with her engines propelling at dead slow ahead. She
had already begun a slow turn to starboard having applied starboard helm at about 1403 when the heading had been 137°.
The forward tug had been let go but the after one remained attached. Visibility had further deteriorated to about 0.2 miles.
At 1408, knowing that the vessel was not turning quickly enough, the pilot ordered slow ahead and, soon afterwards,
half ahead. Sealand Mercury continued to turn too slowly, left the deepwater channel and probably first touched bottom
at about 1410. The engines were increased to full ahead at 1411 in a final attempt to steer the vessel to starboard and out
of danger. With little or no under keel clearance this was unsuccessful and at 1413 she came to a stop hard aground about
0.1 mile from Fort buoy with the ship's head 190°.The vessel was towed back into the channel at 1610 when the tide had
risen sufficiently. Subsequent inspections revealed that she had not been damaged.

033 Sealand Mercury assisted by two tugs, ________.
A. one on her starboard aft and another through her centre lead forward
B. one on her port bow and another through her centre lead forward
C. one on her port bow and another through her centre lead aft
D. one on her starboard bow and another through her centre lead aft
034 VTS manager had used such efforts as adjusting other vessel movements ________.
A. to clear the sea passage for Sealand Mercury
B. to impede Sealand Mercury from going outward in fog
C. not to impede the tugs from assisting Sealand Mercury
D. to assist Sealand Mercury to speed up when she was making the turn
035 VTS fog watch pilot is ________.
A. an auto pilot employed to control the traffic around the station B. a pilot used at the station
C. a manager D. a device for controlling the inward and outward traffic
036 ________ is not the lessen from this accident.
A. The limitations of the assisting tugs in fog must be considered.
B. Vessels should consider delaying their outward passage in the event of imminent dense fog.
C. Manoeuvring large vessels in poor visibility requires a detailed knowledge of the vessel's handling
characteristics
D. Large course alterations based on radar observation of a channel buoy in poor visibility does not tend to
result in

Passage 1-10
At about 0854 on the 9 March 1999, the 9.96m fishing vessel Beverley Ann II collided with the Liberian registered
Cypress Pass, a 42,447gt vehicle carrier. The wind was east-north-east force 4 to 5 with visibility at 1 to 2 miles but less
in squalls.
Cypress Pass was on passage from Amsterdam to the River Tyne, and making good a speed of 15.7 knots on a
course of 302° as she approached her anchorage off the Northumberland coast. The master, third officer and a lookout
manned the bridge, and preparations were being made to anchor. The engine was on bridge control and the automatic
pilot engaged.
The twin hulled, GRP (glass reinforced products) constructed, Beverley Ann II, crewed by the skipper and a
deckhand, was trawling in an east-south-east direction at just over 2 knots. The skipper saw an echo appear on the edge
of his radar screen at a range of about 3 miles. Soon afterwards he saw a very large ship appear out of the murk on his
starboard bow heading towards him. Aware that he was in danger of being run down, he stopped, and then reversed his
- 34 -

two engines, but was unable to avoid colliding with the port bow of the larger vessel. It was a glancing blow and caused
some minor damage.
The skipper of Beverley Ann II called the coastguard on VHF radio to tell them of the incident, and then called the
ship.
The bridge team of Cypress Pass had been totally unaware of the entire incident.

037 Prior to the accident Cypress Pass's engine was ________.
A. on dead slow ahead B. stopped C. on bridge control D. engaged by auto pilot
038 Cypress Pass did not detect Beverley Ann II on he radar, because the latter is ________.
A. GRP constructed B. twin hulled C. crewed by the skipper and a deckhand D. fishing
039 Beverley Ann II is a ________.
A. vehicle carrier B. fishing boat C. coaster D. river boat
040 According to the passage, ________ is not correct.
A. Having assessed that risk of collision exists, a skipper should bear in mind that the other vessel might not
have detected his own.
B. When another vessel is detected on radar, especially as close as 3 miles, the instinctive reaction should be,
must be, to establish whether risk of collision exists.
C. The more notice a fishing vessel skipper can have of an approaching vessel the more likely he is to avoid a
close quarters encounter.
D. The officers and the lookout in Cypress Pass had seen the fishing vessel either on radar or visually, but
they failed to take any action for the prevention of the collision.

Passage 1-11
The 32,500gt container vessel Cap Blanco was in mid- Atlantic on passage from Europe when, at 1855, the
automatic fire alarm system activated showing a fire in the accommodation on
a fire in the cook's cabin. The ventilation to that area was stopped, with
electrically isolated. At 1903, a fire party comprising the chief officer, cadet, and AB, all wearing self-contained
breathing apparatus (SCBA) because of the thick smoke, tackled the fire. It was extinguished within a minute using two
portable extinguishers; one water and the other CO2 . Ventilation was then restarted to clear the area of smoke to allow
the cause to be investigated. Decks
were all found safe. A fire check in the area continued by taking down deckhead panels and checking the electrical
circuits for damage. The area was declared clear at 2052. A new fire detector head was fitted in the cabin and electrical
power restored. Fire extinguishers and SCBA air bottles were refilled.
The investigation found a rechargeable torch lying in a molten heap on the cook's cabin desk top with the remains
of a stereo speaker fused to it. The wooden desk top was burnt under and around the torch and the bulkhead behind it
was also damaged. The bulkhead electrical socket, into which a two pin charging lead for the torch was still inserted, was
flame damaged as were adjacent book shelves and deckhead panelling. The supply cables to the socket had been burnt
away. Despite heavy smoke damage to the cabin and bathroom, the fire had not penetrated into the void spaces above.
The rechargeable torch had been bought in the UK from a reputable store just before departure. It was supplied with a
charging transformer and a UK standard three-pin plug. Although the wiring was damaged, there was no evidence to
indicate that the transformer adapter had caused the fire. Examination of the torch suggested that a short circuit in the
torch's internal wiring was responsible.

041 To tackle the fire, ________ was not a measure that had been used.
A. electrical isolation B. application of water and CO2
C. cutting off the ventilation D. fighting the fire with two portable powder extinguishers
042 From the time that the automatic fire alarm system activated ________ had elapsed when it was declared that
fire was clear。
A. 197 minutes B. 149 minutes C. 117 minutes D. 109 minutes
043 It was ________ that caused the fire.
A. the stereo speaker B. the bulkhead electrical socket
C. rechargeable torch D. SCBA air bottles
044 It can be concluded that ________.
A. any item of electrical equipment that is non standard to a vessel has the potential to cause damage
however reputable its manufacturer or where it was purchased.
B. The swift response to a fire alarm in the accommodation spaces was ineffective
C. the crew did not fully appreciate the potential danger from smouldering fires in void spaces above
deckhead panels and from water cascading onto electrical installations on the deck below
D. the crew's actions showed that there is no value of thinking through the situation once the fire was out

Passage 1-12
Intention can be inferred in many ways by the courts. Thus the discharge at Cadiz instead of Bombay
reasons transshipment was declared to be an unreasonable deviation
has been proffered for the deviation. geographic deviation abrogated the contract because
- 35 -

that the deviation was other than voluntary.
action constituted
majority of decisions require that intention be proved in cases of deviation and quasi-deviation. The carrier has the
burden of proving that it had no intention to deviate or that the deviation was not for the carrier's sole benefit.
Accordingly, a geographic deviation due to an erroneous change of course by the master is not a deviation, but an
error in navigation; in such a case, the carrier is protected under the Rules. If, however, the master is ordered to alter the
customary or planned route, or deliberately takes it upon himself to do so, for a reason other than to save persons or
cargo (or some similar reason), then the course alteration is an unreasonable deviation, because it is intentional and for
the carrier's own benefit.

045 If the carrier has proved that he had no intention to deviate or that the deviation was not for his sole benefit __.
A. he will be exculpated of liability B. he is to investigate the case further
C. he will not be exculpated of liability
D. he has to contact with the shipper to see if he himself is free of any liability
046 A geographic deviation due to an erroneous change of course by the master ________.
A. is not a reasonable deviation B. is not an error in navigation
C. is not an unreasonable deviation D. can not be determined if it constitutes a reasonable deviation
047 Where the court is unable to find that a defendant's action constituted
reasonable cause,
A. the defendant will not be responsible for the loss and damage
B. the defendant will be responsible for the loss and damage
C. if the defendant be responsible for the loss and damage can not be determined
D. the court should not make any decision
048 An unreasonable deviation is not committed by the master ________.
A. by altering the customary or planned route or deliberately taking it upon himself to do so, for a reason
other than to save persons or cargo (or some similar reason)
B. by altering route to save persons or cargo (or some similar reason) for both the carrier's and the shipper's
benefit
C. intentionally and for the carrier's own benefit
D. by an action which is considered to be

注释:
proffer }提供
nefarious }邪恶的
abrogate }废除，取消
exculpate }开脱

Passage 1-13
It is nevertheless submitted that although recklessness and negligence are not easily distinguished, in the same way
recklessness and wilful misconduct are not easily distinguished. An argument can be made that intentional or reckless (as
well as grossly negligent) quasi-deviations should be recognized, simply because COGSA does not exclude them.
Moreover, if there is fear that the sanctioning of reckless quasi-deviations will lead eventually to sanctioning merely
negligent quasi-deviations, the Courts may turn to civilian Pothier's classic definition of recklessness to distinguish it
from negligence. Pothier wrote that recklessness, or
bringing to the affairs of another the care that persons who are the least careful and the most stupid would not fail to
bring to their own affairs. This fault is opposed to good faith.
whenever there is gross negligence equivalent to culpable fault or recklessness opposed to good faith.

049 Reckless quasi-deviations and negligent quasi- deviations are ________.
A. different things B. the same things
C. are not necessarily to be distinguished D. can not be distinguished
050 According to Pothier, ________ does not consist of not bringing to the affairs of another the care that persons
who are the least careful and the most stupid would not fail to bring to their own affairs.
A. recklessness B. gross negligence C. culpable fault D. wilful misconduct
051 ________ is opposed to good faith.
A. gross negligence B. wilful misconduct C. intentional will D. negligence
052 The proper title of this passage should be ________.
A. recklessness and wilful misconduct have the same meaning
B. no one can tell the differences between recklessness and wilful misconduct
C. it is not necessary to distinguish the differences between recklessness and wilful misconduct
D. the differences between recklessness and wilful misconduct

submit }使屈服，使（自己）服从于别人的意志或权威
- 36 -

quasi-deviation }准绕航
reckless }不计后果的，鲁莽的，轻率的
culpable }该受处罚的，应受谴责的，有罪的
lata culpa }该受处罚的过失，应受谴责的过失（拉丁语）

Passage 1-14
By inserting in bills of lading such clauses as to state that the voyage or time charterer is not a party to the contract
of carriage and is thus not a
time and voyage charterers purport to deny any liability under the contract of carriage, despite the reality of their
involvement in the loading, discharging and trimming of the cargo, in choosing the ship's route, in hiring the stevedores,
and in many other facets of the ship's operation. Such clauses are effectively non-responsibility clauses which contravene
the mandatory nature and public order of the HagueVisby Rules, the Hamburg Rules, which state that any clauses
relieving or excluding the carrier from liability under a contract of carriage shall be null and void and of no effect. This
position has been generally accepted by the courts of continental and civilian European countries, which have rightly
viewed such clauses with suspicion as illegal attempts by charterers to avoid their liability and evade the mandatory
application of the international conventions.

053 The inserted clauses that state the voyage or time charterer is not a party to the contract of carriage are ______.
A. effective B. within the meaning of HagueVisby Rules and the Hamburg Rules
C. null and void and of no effect. D. compulsory
054 According to the passage, the clauses mentioned above are ________.
A. against the mandatory nature and public order of the HagueVisby Rules and the Hamburg Rules
B. ineffectively non- responsibility clauses
C. prepared by the courts of continental and civilian European countries
D. guidance for the operations of loading, discharging and trimming of the cargo
055
A. the tendancy of the courts of continental and civilian European countries to deny the attempts by
charterers to avoid their liability in the carriage of goods by sea
B. the consideration of the courts of continental and civilian European countries to accept the charterers'
liability
C. the consideration of the charteres not to prevent the charterers from evading the mandatory application of
the international conventions.
D. the illegal attempts by charterers to avoid their liability and evade the mandatory application of the
international conventions
056 The effectively non-responsibility clauses ________.
A. are suspected to be illegal B. are mandatory application of the international conventions
C. have many facets of the ship's operation
D. have been excluded in continental and civilian European countries

Passage 1-15
The Irish registered ro-ro vessel Normandy completed loading on 22 February 1999 and was preparing to sail from
Pembroke Dock for Rosslare. The bridge gear was tested as normal.
The main engines were started and the engineers contacted the bridge to say they were changing to bridge control.
This was accepted, but very soon afterwards Normandy began to move slowly ahead. She made contact with the upper
loading ramp but further movement was prevented by the mooring lines. An investigation into what had happened
revealed that after the gear had been tested, the port wing main engine control had not been left in neutral. When control
was passed from the engine room to the bridge the port propeller responded to the ahead pitch setting and started to
propel the vessel ahead.
It is concluded that whoever is testing the bridge controls for main engines must ensure they are left in neutral on
completion; that newly constructed passenger and cargo vessels fitted with main engine bridge controls are required by
Chapter II - I of SOLAS to have a system that prevents the propeller thrust from altering significantly when transferring
control between engine room and bridge; that although this is not a requirement for older vessels, this incident
demonstrates the value of such a system; that it may be possible to modify control systems fitted to older vessels to
incorporate this safety feature; that in the absence of a suitable modification, operating and checking procedures need to
be strictly followed to prevent incidents of this type; and that any involuntary movement of a ro-ro vessel when loading
or unloading has the potential to dislodge or damage the ramps.

057 Normandy accidentally moved ________.
A. aftward B. forward C. port side D. starboard side
058 The movement of Normandy was eventually prevented by ________.
A. the upper loading ramp B. the mooring lines
C. the handling operations by her crew D. wharf
059 Whoever is testing the bridge controls for main engines must ensure that ________.
A. they are left in neutral on completion B. they are left in dead slow ahead
- 37 -

C. they are left in slow ahead D. they are left in full ahead
060 It is inferred that ________.
A. the bridge controls for main engines were not left in neutral on completion of testing
B. the crew members are all from Ireland
C. in the absence of a suitable modification, operating and checking procedures need not to be strictly
followed to prevent incidents of this type
D. any involuntary movement of a ro-ro vessel when loading or unloading has not the potential to dislodge or
damage the ramps

注释
dislodge }驱逐，移出，移走

Passage 1-16
The 5,669gt ro-ro cargo vessel Picasso was being operated on the Boulogne to Folkestone cross-channel route.
Shortly after sailing from Boulogne on the morning of 22 February 1999, and having just dropped the pilot she lost all
electrical and main engine power. The tug had been dismissed. The wind was north west 30 knots becoming 45 knots.
The port anchor was let go, but within five minutes it began to drag. The starboard anchor was also let go and she was
brought up within two cables of a submerged breakwater. She didn't ground or touch the breakwater but it was close,
very close. The electrical failure was caused by a flexible hose hanging close to the generator's daily service tank, which
caught the quick closing valve and tripped it. It was presumed the hose had swung when the ship started to roll on
putting to sea.
Efforts to restore the fuel supply and remove air from the system used up the entire starting air supply. Attempts
were made to fill one starting air bottle using the emergency, manually powered, air compressor. Because leaking bottle
head valves allowed air to fill all three bottles this proved difficult and slow. Recognising that this method was unlikely
to be successful, engineers coupled the emergency switchboard to a main air compressor using extension power leads.
This allowed all the air bottles to be filled. A request was made, meanwhile, for helicopter and tug assistance. Of the 34
people on board, 17 passengers and non- essential crew were evacuated by helicopter.
About five hours after the initial power failure, a main generator was successfully started, followed twenty minutes
later by the main engines. The vessel weighed anchor and was able to complete its passage to Folkestone without further
incident.

061 When the vessel was brought up with two anchors dropped, she ________
A. grounded B. began to drag C. was two cables from a breakwater D. touched the breakwater
062 The electrical failure was caused by ________.
A. the winging hose caught the quick closing valve and tripped it
B. the closing of the generator when its daily service tank rolls on her putting to sea
C. the flexible hose that tripped the generator's daily service tank
D. the engine crew members who did not exercise due diligence
063 There were ________ 17 passengers on board when the accident occurred.
A. at least B. more than C. less than D. exact
064 The accident last about ________ minutes.
A. 5 B. 20 C. 300 D. 320

Passage 1-17
The accident occurred while the deck crew of Aintree, a Panamanian registered liquid gas carrier, were loading the
first of three 50 litre nitrogen cylinders at Fawley Oil Terminal. Although the cylinder was safely embarked, it toppled
over once on deck. The valve hit the side railings and fractured. Gas at 3000 psi was suddenly released, hit one of the
seamen in the chest and seriously injured him. He was rushed to Southampton General Hospital and admitted into
intensive care where, fortunately, he made a full cylinders belonged to the vessel's fixed dry powder fire
extinguishing system and had been sent ashore for refilling. Each was fitted with a valve safety cover. In addition, a
valve cover fitted with a lifting eye was available on board to facilitate loading.
The loading method involved using a small swinging davit arm and a hand operated block and tackle. The crew had
decided not to use the special lifting valve cover and, to make life easier for themselves, had removed the standard valve
covers. They lifted each cylinder vertically with the valve uppermost and a rope secured to the base with a timber hitch
and a half hitch around the body at about two thirds height. Another half hitch around the valve spindle was seen as an
easy way to ensure the cylinder would not slip. The system worked insofar as they managed to lift the cylinder up and
over the side rail and onto the deck. But one cylinder did not land smoothly. It possibly landed on discarded rope from
the block and tackle and, with nothing to keep it upright, it toppled over as it was untied.

065 The injured man was hit by ________.
A. the pressurized nitrogen B. the cylinder
C. the valve of the cylinder D. the valve cover of the cylinder
066 The valve cover was ________.
A. fitted on the cylinder for protection of the valve safety cover from being damaged
- 38 -

B. prepared on board for facilitating loading of the cylinder
C. attached to the cylinder when the repair was made ashore
D. a safety cover fixed on the cylinder
067 The crew had decided to use ________ to lift the cylinders.
A. ropes B. timbers C. valve spindle D. ropes and timbers
068 Based upon the passage, the following precautions should be observed except ________.
A. Special lifting equipment to ensure cylinders can be loaded safely is there for a purpose. Use it.
B. Never transport a gas cylinder without first ensuring its valve safety cover is screwed in position.
C. Before every operation consider the potential for an accident and take appropriate precautions.
D. If for any reason the lifting equipment is found to be unsuitable, make sure the deficiency is not drawn to
anyone's attention.

half an timber hitch }圆材结加半结。
half hitch }半结(绳结)。
timber hitch }圆材结。
timber hitch and half hitch }拖材结。
valve spindle }阀杆，阀轴。

Passage 1-18
A 1,300gt general cargo vessel was on passage from the Medway to Antwerp and was starting to cross the Dover
Strait traffic separation scheme at 8 knots and very nearly right angles on a course of 120°.
At approximately the same time a 40,000gt container ship had joined the south-west traffic lane some 4 miles to the
north and steadied on a course of 215° at a speed of 14 knots. She was seen by the master of the smaller vessel who
quickly assessed that a risk of collision existed. The smaller vessel was, by the 'Rules', the stand on vessel.
When the distance between both vessels had reduced to 2.75 miles and there was no sign of any avoiding action by
the larger ship, the smaller ship's master reduced speed to half ahead and sounded five short and rapid blasts to attract
attention.
When the distance between both vessels had reduced further to 1.5 miles the smaller ship's master stopped his
engines. He was unable to alter course to starboard because of other traffic and was unwilling to alter to port in case the
container vessel altered course to starboard at the last minute.
She did not, and passed ahead at a range of 5 cables.
The master of the smaller vessel called Dover Coastguard on VHF to report the encounter as a hazardous incident.
The watchkeeper on board the container ship denied that any risk of collision had existed. Both ships continued on their
respective passages.

069 The traffic direction in the separation schemes is approximately ________.
A. 120°and 300° B. 215° and south-west C. south and west D. 035° and 215°
070 ________ is (are) the stand on vessel.
A. The general cargo vessel B. The container ship
C. Neither of the two ships D. Both of the two ships
071 In the opinion of the master of the smaller vessel, a passing distance of ____ or half a mile was too dangerous.
A. 2.75 miles B. 2.5 miles C. 1.5 miles D. 5 cables
072 The following are true except ________.
A. Since the smaller vessel had slowed down, the larger vessel would be watching a very different situation
to that which had existed earlier.
B. It is unlikely that five short and rapid blasts on the whistle at a range in excess of 2.5 miles will be heard if
the watchkeepers in the other vessel are maintaining a lookout from an enclosed bridge。
C. Officers of the watch must take account of any other shipping that might become an embarrassment once
the alteration has been made.
D. It is necessary to make another homily for watchkeeping officers about keeping a good lookout, assessing
whether collision exists or interpreting the Rules

homily }布道，说教

Passage 1-19
The standby vessel Grampian Highlander was transferring cargo between oil platforms in the Forties Field.
The vessel had been working at the Forties Alpha platform the previous night but due to the weather conditions, had
been forced to suspend the discharge of cargo leaving five lifts (containers) still on board. It was the intention to finish
the discharge when the weather improved. The following morning brought that improvement. The wind was a
south-easterly force 4 to 5 and a moderate swell was running. At the request of the Forties Alpha platform the Grampian
Highlander proceeded astern (backing up) towards the rig to prepare for the discharge of the remaining cargo.
Two crewmen were on deck unlashing the cargo when a large sea broke over the starboard aft quarter to wash them
both, and a loose container, forward.
- 39 -

One crewman suffered a knock to the head and the arm of the other became momentarily trapped between a loose
container and the safety barrier. As soon as he became aware of what had happened the master sounded the general alarm
to summon assistance on deck. Both men were taken into the accommodation while the vessel pulled away from the
platform. The man whose arm had been trapped was in severe pain and was semi-conscious. He was suffering from a
severe fracture with lacerations to the arm and elbow. The other crewman was suffering from shock.
After being treated onboard by the first aider, both men were transferred ashore to Aberdeen Royal Infirmary by
coastguard helicopter.

073 The remaining cargo on board Grampian Highlander to be discharged are ________.
A. Forties Field B. oil platforms C. some heavy lifts D. five containers
074 The two crewmen were injured when they were ________.
A. in a loose container B. in the accommodation
C. on aft quarter deck D. in Aberdeen Royal Infirmary
075 The injury accident was that ________.
A. one of the two crewmen became conscious when the master sounded the general alarm to summon
assistance on deck
B. one of the two crewmen suffered from a severe fracture with lacerations to the arm and elbow, the other a
knock to the head
C. one crewman suffered a knock to the head, the other was suffering from a shock
D. both men were semi-conscious whilst transferred ashore to Aberdeen Royal Infirmary
076 It can be concluded that ________.
A. it is necessary to venture onto the deck even without instructions from the bridge to do so
B. going out on deck to start preparing to load or discharge the cargo is essential before the vessel is under
the rig and settled in position
C. even the two crewmen had worn the correct safety gear, the accident could not have been avoided
D. going out on deck to make preparation for loading or discharging cargo is, in all but the finest weather, a
dangerous business

first aider }急救包。

Passage 1-20
The ro-ro vessel, European Pioneer, was undergoing refurbishment work in Birkenhead. One of the tasks was to
de-scale and recoat the vessel's two forepeak tanks.
A shore-based contractor was employed to de-scale the tanks using impressed current. Each tank had been fitted
with a number of electrodes and filled with salt water. The current was then switched on and the process left for several
days.
Four days later, the vessel's electrician entered the bow thruster room to carry out routine maintenance. He soon
began to cough violently and attempted to leave but couldn't because the handle on the nearest door came off and he was
unable to open it. Using his portable radio he called for help.
The second officer responded quickly and joined him in the bow thrust space. The door with the broken handle
closed behind him. Although two other exits were available, and could have been used, they used their radios to call for
further assistance. Help arrived promptly; the door was opened and both officers were able to walk from the space with
no apparent long term ill-effects.
The area was immediately declared unsafe, doors were locked, notices posted and power to the impressed current
system was switched off. Further work was halted while the tanks were pumped out, ventilated and the atmosphere tested.

077 The refurbishment work refers to ________.
A. alteration of the construction of the vessel
B. the process of making clean, bright, or freshing again
C. getting alongside in heavy weather with the assistance of a handsome pilot
D. using impressed current to de-scale cargo tanks
078 The vessel's electrician was ________ in the bow thruster room.
A. trained B. trapped C. tripped D. trended
079 ________ officers were enclosed in the bow thruster.
A. 1 B. 2 C. 3 D. 4
080 The essential lessen from this accident is that ________.
A. contractors should not be allowed to work before they have supplied relevant information
B. Any defect on board a ship should be reported, recorded and dealt with as soon as practicable
C. tank de-scaling is not necessary
D. impressed current system should never be used

refurbishment }翻新，维修。

Passage 1-21
- 40 -

The Port of London comprises the 147km of the tidal River Thames, and the enclosed dock system at Tilbury．The
limits of the port are from Teddington to those territorial waters within a limit as follows: from Foulness Point（Essex）
to Gunfleet old lighthouse to 51o26'3601o25'30to Warden Point（Kent）, excluded is any part of the port as
defined in the Medway Ports Reorganisation Scheme 1968; River Lea or Bow Creek within the jurisdiction of the British
Waterways Board; The Grand Union Canal and Regents Canal Dock．For London District River Pilots the upper limit is
London Bridge and the down river limit is just below Gravesend．For the London District Sea Pilots the upriver limit is
an imaginary line from the Sealink ferry pier at Gravesend to Tilbury Passenger Landing Stage and the lower limit is a
line running from Felixstowe across the mouth of the Thames outside the Goodwin Sands to Folkestone．
The Thames Barrier, built for the Greater London Council at Woolwich Reach to afford protection against tidal
floods is now under control of the Thames Water Authority．It allows shipping to and from the upper areas of the Port of
London to pass without restriction during periods of non- surge conditions．Spanning 520m across the river, it comprises
ten rising sector gates, of which four main gates for navigation have a width of 61m and two subsidiary gates have a
width of 35m．

081 ________ does not belong to the Port of London.
A. River Lea or Bow Creek within the jurisdiction of the British Waterways Board
B. The Grand Union Canal and Regents Canal Dock
C. from Foulness Point（Essex）to Gunfleet old lighthouse to 51°26'3625'30（Kent）
D. any part of the port as defined in the Medway Ports Reorganisation Scheme 1968
082 For the London District Sea Pilots the upriver limit is ________.
A. London Bridge B. just below Gravesend
C. an imaginary line from the Sealink ferry pier at Gravesend to Tilbury Passenger Landing Stage
D. a line running from Felixstowe across the mouth of the Thames outside the Goodwin Sands to Folkestone
083 ________ is spanning 520m across the river, comprising ten rising sector gates, of which four main gates for
navigation have a width of 61m and two subsidiary gates have a width of 35m．
A. The Thames Barrier B. Felixstowe across the mouth of the Thames
C. Woolwich Reach D. Thames Water
084 This passage is most likely extracted from ________.
A. Guide to Port Entry B. Notices to Mariners
C. Attachment to a Charter Party D. Ocean Passage

Passage 1-22
Condor a catamaran vessel operating between the Channel Islands and France. The vessel has two main engines in
each hull. All propulsion units are duplicated, with each set independent from the other.
Shortly after leaving St Helier, Jersey, with 31 passengers and 18 crew, the fire alarm sounded indicating a fire in
the starboard engine room. This was confirmed by the closed circuit television surveillance system which showed flames
in the vicinity of the starboard outer main engine. The vessel was immediately stopped, all machinery in the starboard
engine room was stopped and the fuel supplies shut down. Jersey Radio was informed of the situation two minutes after
the alarm sounded.
After closing all ventilation openings and accounting for all personnel, halon fire smothering gas was released into
the starboard engine room. This was done five minutes after the fire alarm first sounded.
The crew maintained boundary cooling and intermittently operated the sprinkler system to the affected space.
Twenty minutes after the alarm sounded the situation was considered to be under control. Using the port main
engines the vessel returned to St Helier where assistance was available from shore based emergency services.

085 Condor has two ________ main engines.
A. combined B. independent C. couple D. double
086 The fire accident happened in ________.
A. both the engine rooms B. neither engine rooms
C. the port engine room D. the starboard engine room
087 The fire was mainly extinguished with ________.
A. water B. chemical agent C. foam D. water
088 It can be concluded that ________.
A. no officials from any authority know the accident after it happened
B. some officials ashore must have learnt the accident at very beginning
C. there must be casualties even they were not mentioned in the report
D. fire is not dangerous on board vessel

Passage 1-23
The crude oil washing installation and associated equipment and arrangements shall comply with the requirements
established by the Administration. Such requirements shall contain at least all the provisions of Specifications for the
Design, Operation and Control of Crude Oil Washing Systems adopted by the International Conference on Tanker Safety
and Pollution Prevention, 1978, in Resolution 15 and as may be revised by the Organization.
- 41 -

An inert gas system shall be provided in every cargo tank and slop tank in accordance with the appropriate
Resolutions of Chapter II-2 of SOLAS
With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast
voyage in order that, taking into account the tanker's trading pattern and expected weather conditions, ballast water is put
only into cargo tanks which have been crude oil washed.
Every oil tanker operating with crude oil washing systems shall be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying operational procedures. Such a Manual shall be to the
satisfaction of the Administration and shall contain all the information set out in the Specifications referred to in this
Regulation. If an alteration affecting the crude oil washing system is made, the Operations and Equipment Manual shall
be revised accordingly.

089 According to this passage, with respect to the ballasting of cargo tanks, ballast water is put only into _______.
A. slop tanks which have been cleaned with water B. gas freed cargo tanks
C. inertized cargo tanks D. cargo tanks which have been crude oil washed
090 ________ shall be approved by the Administration.
A. Specifications for the Design, Operation and Control of Crude Oil Washing Systems
B. Appropriate Resolutions of Chapter II-2 of SOLAS
C. An Operations and Equipment Manual detailing the crude oil washing system and equipment and
specifying operational procedures
D. International Conference on Tanker Safety and Pollution Prevention, 1978
091 It can be concluded that ________.
A. it is not necessary to do crude oil washing prior to ballast voyage
B. taking into account the tanker's trading pattern and expected weather conditions, it is sometimes necessary
to do crude oil washing after each ballast voyage
C. if it is possible ballast water shall always be put into cargo tanks prior to commencing their crude oil
washing operations
D. sufficient cargo tanks shall be crude oil washed prior to each ballast voyage in order that the tanker could
be kept properly ballasted without braking any regulations in connection with ballasting of cargo tanks
092 This paragraph is most likely extracted from________.
A. MARPOL 7378。 B. SALOS C. IBC D. IGC

Passage 1-24
The shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks,
number, quantity and weight, as furnished by him, and the shipper shall indemnify the carrier against all loss, damages
and expenses arising or resulting from inaccuracies in such particulars. The right of the carrier to such indemnity shall in
no way limit his responsibility and liability under the contract of carriage to any person other than the shipper.
Unless notice of loss or damage and the general nature of such loss or damage be given before or at the time of the
removal of the goods into the custody of the person entitled to delivery thereof under the contract of carriage, or, if the
loss or damage be not apparent, within three days, such removal shall be prima facie evidence of the delivery by the
carrier of the goods as described in the bill of lading.
The notice in writing need not be given if the state of the goods has, at the time of their receipt, been the subject of
joint survey or inspection.
In any event the carrier and the ship shall be discharged from all liability in respect of loss or damage unless suit is
brought within one year after delivery of the goods or the date when the goods should have been delivered.
In the case of any actual or apprehended loss or damage the carrier and the receiver shall give all reasonable
facilities to each other for inspecting and tallying the goods.

093 It can be concluded that the purpose of this clause is to protect the interest of ________ .
A. ship owners B. shippers C. charterers D. the merchant
094 The duration of the liability of the carrier or ship in respect of loss of or damage to cargo is ________.
A. one year B. three days C. not mentioned
D. variable with the kind of cargo carried and the voyage the vessel has completed
095 This clause is most likely extracted from ________.
A. Hague Rules B. Marpol 7378 C. SOLAS D. IMDG Code
096 It is provided in the clause that ________.
A. the shipper shall not indemnify the carrier against all loss, damages and expenses arising or resulting from
inaccuracies in particulars concerning cargoes
B. the shipper shall indemnify the carrier against no loss, damage and expense arising or resulting from
inaccuracies in particulars concerning cargoes
C. the shipper shall not be deemed to have guaranteed to the carrier the accuracy at the time of shipment of
the marks, number, quantity and weight, as furnished by him
D. the shipper shall be deemed to have guaranteed to the carrier the accuracy at the time of shipment of the
marks, number, quantity and weight, as furnished by him

- 42 -

Passage 1-25
The master of every ship which meets with dangerous ice, a dangerous derelict, or any other direct danger to
navigation, or a tropical storm, or encounters sub freezing air temperatures associated with gale force winds causing
severe ice accretion on superstructures, or winds of force 10 or above on the Beaufort scale for which no storm warning
has been received, is bound to communicate the information by all the means at his disposal to ships in the vicinity, and
also to the competent authorities at the first point on the coast with which he can communicate．The form in which the
information is sent is not obligatory．It may be transmitted either in plain language（preferably English）or by means of
the International Code of Signals．It should be broadcast to all ships in the vicinity and sent to the first point on the coast
to which communication can be made, with a request that it be transmitted to the appropriate authorities．
Each Contracting Government will take all steps necessary to ensure that when intelligence of any of the dangers
specified in the above paragraph of this regulation is received, it will be promptly brought to the knowledge of those
concerned and communicated to other interested Governments．
The transmission of messages respecting the dangers specified is free of cost to the ships concerned．

097 The word
A. wit B. mentality C. wisdom D. information
098 The information of dangerous circumstances and conditions specified in the first paragraph shall be
transmitted in a passage under the title of ________.
A. urgency B. safety C. distress D. immediate danger
099 This clause is most likely extracted from ________.
A. Hague Rules B. Marpol 7378 C. SOLAS D. IMDG Code
100 It is not recommended in this clause that the information be sent ________.
A. in plain language
B. by means of the International Code of Signals
C. by broadcasting to all ships in the vicinity
D. to the first point on the coast to which communication can be made with a request not to transmit it to any
authorities

Passage 1-26
Delay in delivery occurs when the goods have not been delivered at the designated port of discharge within the time
expressly agreed upon．The carrier shall be liable for the loss of or damage to the goods caused by delay in delivery due
to the fault of the carrier, except those arising or resulting from causes for which the carrier is not liable as provided for
in the relevant Articles of this Chapter．The carrier shall be liable for the economic losses caused by delay in delivery of
the goods due to the fault of the carrier, even if no loss of or damage to the goods had actually occurred, unless such
economic losses had occurred from causes for which the carrier is not liable as provided for in the relevant Articles of
this Chapter．The person entitled to make a claim for the loss of goods may treat the goods as lost when the carrier has
not delivered the goods within 60 days from the expiry of the time for delivery specified in previous paragraph of this
Article．

101 Delay in delivery refers to the fact that ________
A. the goods have been delivered at the designated port of discharge within the time expressly agreed upon
B. the carrier has not delivered the goods within 60 days from the expiry of the time for delivery
C. the carrier has fault in making the delivery of the goods to the person who is entitled to receive them
D. the goods have not been delivered at the designated port of discharge within the time expressly agreed
upon
102 The carrier shall not be liable for ______ the goods caused by delay in delivery due to the fault of the carrier.
A. the loss of B. the damage to C. the economic losses of D. the changed nature of
103 Inference can made from this paragraph that ________.
A. even if no loss of or damage to the goods had actually occurred, the carrier may still be imposed certain
liabilities
B. if no loss of or damage to the goods had actually occurred, the carrier will suffer no liabilities
C. if any loss of or damage to the goods had actually occurred, the carrier shall be blamed
D. if any loss of or damage to the goods had actually occurred, the carrier should be entitle to make the claim
from the shipper or any other persons interested
104 This paragraph is most likely abstracted from ________.
A. the Hague Rules B. the MARPOL7378
C. the Maritime Code of China D. SOLAS

Passage 1-27
At 1800, the hydraulic steering system failed once again. The master realized he would require shore assistance to
rectify the problem, and diverted towards Portland using the thruster to steer by. The weather at this time was
south-south-west force 5. About three hours later, the aquamaster drive unit failed due to a leaking fuel injector pipe on
the power unit. This was replaced using the spare carried on board. Immediately following the engine restart, an adjacent
- 43 -

fuel line failed causing shut down of the unit. With no fuel line spares available, the aquamaster power unit could not be
used. The failure of this unit, and that of the main hydraulic steering system, left the vessel without any steering
capability.
At 2155, with the weather deteriorating and no steering, the master contacted the Portland Coastguard and a
Pan tow to Portland Harbour was arranged and she arrived alongside at 0240 the following
morning. The subsequent investigation found that the main hydraulic steering system failure was due to a seized shuttle
valve in the main hydraulic solenoid valve block. The solenoid valve had been recently overhauled. It was thought that
the
position that hydraulic pressure by-passed the system preventing use of the hand steering.

105 The vessel was steered by thruster, because________ failed.
A. the hydraulic steering system B. the aquamaster drive unit
C. the solenoid valve D. the hand steering
106 The time that the aquamaster drive unit failed was ________ hrs.
A. 1800 B. 2100 C. 2155 D. 0240
107 When the hydraulic steering system failed, ________.
A. the hand steering system could still be used B. the auto steering system could still be used
C. both hand and auto steering systems were out of use
D. neither hand steering system nor auto steering system was out of use
108 The real reason that caused the hydraulic steering system to fail was that ________.
A. no fuel line spares were available B. the aquamaster power unit failed
C. the weather was deteriorating
D. the

Passage 1-28
The Salvor shall immediately after the termination of the services or sooner notify the Council and where
practicable the Owners of the amount for which he demands security（inclusive of costs expenses and interest）from each
of the respective Owners． Where the exception to the principle of no cure-no pay under Convention Article 14 becomes
likely to be applicable the owners of the vessel shall on the demand of the Salvor provide security for the Salvor's special
compensation． The amount of any such security shall be reasonable in the light of the knowledge available to the Salvor
at the time when the demand is made．Unless otherwise agreed such security shall be provided（i）to the Council（ii）
in a form approved by the Council and（iii）by persons firms or corporations either acceptable to the Salvor or resident in
P.R. China and acceptable to the Council．The Council shall not be responsible for the sufficiency（whether in amount or
otherwise）of any security which shall be provided nor for the default or insolvency of any person firm or corporation
providing the same． The owners of the vessel their Servants and Agents shall use their best endeavours to ensure that
the cargo owners provide their proportion of security before the cargo is released．Until security has been provided as
aforesaid the Salvor shall have a maritime lien on the property salved for his remuneration．

109 The amount of security provided by owners shall be _______.
A. as small as practicable to ensure not to affect the normal business of the owners B. sufficient to cover all
costs expenses and interest the salvor had sustained in the process of or in connection with the savage
operations
C. actual costs expenses and interest incurred to the salvor calculable immediately after the termination of the
services
D. reasonable in the light of the knowledge available to the Salvor at the time when the demand is made
110 Where the principle of no cure-no pay is likely not to be applicable the owners of the vessel _______.
A. is exempted from providing any security for the Salvor's special compensation
B. shall not provide any security for the Salvor's special compensation unless otherwise provided in the
salvage contract
C. shall not provide any security for the Salvor's special compensation even the Salvor so demands
D. shall on the demand of the Salvor provide security for the Salvor's special compensation
111 The Council to which the security has been provided shall _______.
A. be responsible for its sufficiency（whether in amount or otherwise）
B. be responsible for the default or insolvency of any person firm or corporation providing the same
C. be responsible for its sufficiency（whether in amount or otherwise） but not for the default or insolvency of
any person firm or corporation providing the same
D. be responsible neither for its sufficiency（whether in amount or otherwise） nor for the default or
insolvency of any person firm or corporation providing the same
112 A conclusion can be reached from this paragraph that _______ is well insured and protected.
A. the council's interest B. the salvor's interest
C. the owners' interest D. the interest of servants' and agents' of the owners

Passage 1-29
- 44 -

The fact that the goods were damaged raises a prima facie case of negligence which can only be cleared by the
carrier by showing what actually occurred.
For example, a ship carried grain on MS Great Lakes to a port where it was stored aboard the ship under a special
storage contract for 22 days after which it was discovered to be wet. Rough weather during the voyage was alleged but
the Court insisted on strict proof of how and when the rough weather caused the wetting.
Therefore, to rebut the presumption of fault when relying upon its own reasonable care, the carrier must further
prove that the damage was caused by something other than its own negligence. Once the shipper establishes a prima
facie case, under
casts upon the carrier the burden of the loss which it cannot explain or, explaining, bring within the exception case in
which he is relieved from liability.

113 The best title of this passage is _______ .
A. The liabilities on the part of the carrier and shipper B. Loss of and damage to cargoes
C. The burden of proof on the part of the shipper D. The burden of proof on the part of the carrier
114 The prima facie case of negligence in this passage refers to the one in which _______ .
A. a presumption of fault was made on the part of the carrier
B. a presumption of fault was made on the part of the shipper
C. a reasonable care was used by the carrier
D. a reasonable care was used by the shipper
115 It is concluded from this passage that MS Great Lakes _______ .
A. was liable for the wet damage if it could not prove how and when the rough weather caused the wetting.
B. was liable for the wet damage even it could prove how and when the rough weather caused the wetting.
C. was liable for the wet damage even it could not prove how and when the rough weather caused the wetting.
D. was not liable for the wet damage if it could not prove how and when the rough weather caused the
wetting.
116 According to this passage, ________.
A. If a carrier cannot bring the reason of the loss into the exception case in which he is relieved from liability,
he is liable for the loss.
B. Even a carrier can bring the reason of the loss into the exception case in which he is relieved from liability,
he is still held liable for the loss by the court.
C. Should a carrier bring the reason of the loss into the exception case in which he is relieved from liability,
he could be held liable for the loss by the court.
D. Should a carrier not bring the reason of the loss into the exception case in which he is relieved from
liability, he could not be held liable for the loss by the court

Passage 1-30
The benefit to commerce of allowing stevedores and terminal operators to completely limit their liability is often
put forward by supporters on their part. Such reasoning, however, ignores the fact that in the commercial world it is
preferable for persons who cause damage to cargo to be held responsible for that damage. Otherwise they will continue
to be negligent and will do nothing to alter their practices.
Transferring the loss to the underwriters of cargo from the underwriters of the stevedores does not merely shift the
cost of insurance. If the stevedores and terminal operators who have the care and charge of cargo do not act carefully
when carrying out their duties, then responsibility for loss and damage to cargo will not only be shifted but that loss and
damage will be increased as well. Nor are all cargoes or risks fully or even partially insured. Therefore, the premium of
cargo insurance is so high that it has been estimated that not much more than fifty percent of shipments by sea on the
North Atlantic are actually insured at all.
It is a fundamental principle of good business practice and of efficient, fair and low- cost insurance that persons who
are responsible for losses should be held accountable, in some way, for those losses.

117 According to the passage, limiting the liability on the part of the stevedores will ________.
A. transfer the loss suffered by underwriters of cargo to the underwriters of stevedores
B. transfer the loss suffered by underwriters of stevedores to the underwriters of cargo
C. not transfer any liability in practice of shipping
D. increase the liability on their part
118 In the author's opinion, the insured cargo accounting to fifty percent of total shipments by sea on the North
Atlantic is ________.
A. reasonably practicable B. normal C. too much D. too little
119 If the persons who are responsible for losses and damages are not held accountable, in some way, for those
losses and damages, the losses and damages will ________.
A. be increased B. be decreased C. be prevented D. not happen
120 The author of this passage is a supporter on the side that ________.
A. the liability on the part of the stevedores and terminal operators should be completely limited
B. transferring the loss to the underwriters of cargo from the underwriters of the stevedores is impossible in
shipping practice
- 45 -

C. transferring the insurance cost to the underwriters of cargo from the underwriters of the stevedores is
necessary in the eyes of shipping laws
D. persons who are responsible for losses should be held accountable, in some way, for those losses.

Passage 1-31
The 65,475 gt container vessel NOL with an overall length of 274m and a draught of 11m was inbound for the port
of Felixstowe. It was daylight, the visibility was good and the spring tide was running at half-ebb in a north-easterly
direction across the approach channel.
The pilot, once on board, discussed and agreed the inward passage plan with the master. However, neither the pilot
nor the port's VTS informed the master that Nos 3 and 4 main channel buoys were off station by 50m to the north and
south respectively to facilitate on-going dredging operations. This made the channel appear wider by 100m.
The pilot had been informed by VTS that two vessels were outward bound and he also knew that another large
container vessel was in the process of sailing. In view of this the pilot decided to proceed slowly along the channel until
the outbound container vessel had rounded Landguard Point.
Speed was reduced from half to slow ahead as NOL approached the first of the two outward bound vessels that was
on a reciprocal course and in the middle of the channel. Both vessels were approaching the point where the buoys had
been repositioned. There was no communication between them and neither the pilot nor the VTS contacted the outward
bound vessel to draw attention to the fact that by keeping to the centre of the channel, she was making NOL stay well to
starboard. Although the radar echo of NOL was, by now, overlapping the northern edge of the channel, VTS did not
advise the pilot that he was very close to the edge. NOL was still proceeding very slowly and the pilot assumed he was
safe.
After passing the outward bound vessel to port and No 3 buoy to starboard, NOL's bow began swinging to starboard.
Full port helm and bow thrust were applied and the main engine speed was increased but the swing to starboard
continued. Moments later NOL grounded on the north side of the channel. Initial attempts to refloat her on a rapidly
falling tide were unsuccessful but, with the assistance of four tugs she was successfully refloated on the next high tide.
The vessel was undamaged and there was no pollution.

121 The breadth of the approach channel in which NOL grounded ________.
A. was 50m B. was 100m C. was 150m D. was not mentioned in the passage
122 The approach channel lies ________.
A. north and south B. west and east C. in a north-easterly direction
D. in a direction which cannot be determined
123 Nos 3 and 4 main channel buoys ________ at the time.
A. drifted off caused by unknown forces B. were purposefully repositioned
C. were removed to widen the channel
D. were reinstalled on completion of dredging operations in the channel
124 An inference can be made that NOL was proceeding to ________ when she grounded.
A. east B. south C. west D. north

Passage 1-32
Following a general average incident, ship agents and surveyors play a significant role. A ship agent, in addition to
the normal duties of port and husbandry agency, will assist the master in the aftermath of a general average incident to
make a declaration which complies with the local law and custom of the port. Once the average adjuster has confirmed
that security has been obtained from all the interested parties, the agent is instructed by the ship owner to permit delivery
of the cargo. If cargo has been discharged to lighten the vessel, or cargo has been transshipped to a final destination, the
agent will be responsible for keeping full and complete records of all movements and expenditure attributable to the
general average.
After any incident, a large number of surveyors representing various interests will descend on the vessel. Some of
these surveyors will not be involved directly in the general average process. However, if it has become necessary to
sacrifice or discharge a part of the cargo before arrival at the final destination stated on the bill of lading, the ship owner
will appoint surveyors to report on the condition and quantity of cargo. Such surveyors, usually called general average
surveyors, will act in the interests of all the parties involved (and may also represent hull and machinery interests). If
possible, the account representing expenditure incurred should be examined and approved by the general average
surveyor before settlement.

125. Which of the following is NOT correct as to the general average surveyors?
A. They may sometimes be involved into the examination and approval of general average expenditures
B. They may sometimes be involved into the examination and approval of general average sacrifices
C. They will act in the interests of all the parties involved
D. They will look at particularly the general average matters
126. What does this passage imply for the shipmasters when a general average incident occurred onboard?
A. He can rely on greatly the general average surveyors B. He can rely on greatly the ship agent
C. He can rely on greatly the interested parities D. He can rely on greatly other surveyors
127. The ship agent mentioned in the passage behaves ______.
- 46 -

A. for the benefit of the cargo owner B. for the benefit of the shipowner
C. for the benefit of the salvors D. for the benefit of the interested parties other than the above Answer: B
security required by the owner of ship and provided by relevant interested parties in general average
cases is for the purpose of _______. ① contributing to the losses and damages of general average nature ②
securing all the general average contributions ③ Securing all the payment of Sue and Labour ④ contributing
to the losses and damages of particular average nature
A. ①③④ B. ①②③ C. ①② D. ②③④







Passage 1 A B D A
Passage 2 A D A A
Passage 3 B D D D
Passage 4 A B A A
Passage 5 C C B D
Passage 6 D A D C
Passage 7 C D C B
Passage 8 C A C A
Passage 9 B A D A
Passage 10 B A C A
Passage 11 A B D A
Passage 12 D A C D
Passage 13 B D B A
Passage 14 B C A D
Passage 15 D A A D
Passage 16 D B D D
Passage 17 D D C A
Passage 18 A B D D
Passage 19 B C A A
Passage 20 D D D D

Passage 1 A D C D
Passage 2 B D B D
Passage 3 D D C A
Passage 4 C A D D
Passage 5 B C A D
Passage 6 D D D A
Passage 7 D B C A
Passage 8 D C A C
Passage 9 D A B D
Passage 10 C A B D
Passage 11 D C C A





Chapter 1 参考答案
Passage 21 D A A B Passage 41 D A D A
Passage 22 C C A B Passage 42 D A A D
Passage 23 B A B D Passage 43 A D A C
Passage 24 B B C D Passage 44 D B A D
Passage 25 A D D A Passage 45 A D A A
Passage 26 A A A C Passage 46 C C D A
Passage 27 C A C A Passage 47 A D A D
Passage 28 B A B D Passage 48 D D C B
Passage 29 A D D B Passage 49 A D A B
Passage 30 D A C D Passage 50 B D B C
Passage 31 C D A C Passage 51 B C A D
Passage 32 A D C D Passage 52 C C A D
Passage 33 C A B A Passage 53 B D D B
Passage 34 D C A D Passage 54 C B D C
Passage 35 A B D D Passage 55 D B D D
Passage 36 C B A A Passage 56 B C B D
Passage 37 A A B D Passage 57 A D C C
Passage 38 B D D A Passage 58 D D A A
Passage 39 C D A C Passage 59 B D C B
Passage 40 D A D B Passage 60 D D D A
chapter 2 参考答案
Passage 12 A C A B Passage 23 D C D A
Passage 13 A D A D Passage 24 A A A D
Passage 14 C A A A Passage 25 D B C D
Passage 15 B B A A Passage 26 D D A C
Passage 16 C A C D Passage 27 A B C D
Passage 17 A B A D Passage 28 D D D A
Passage 18 D A D D Passage 29 D A A A
Passage 19 C C B D Passage 30 B D A D
Passage 20 B B B B Passage 31 D B B C
Passage 21 D C A A Passage 32 B B B C
Passage 22 B D B B
- 47 -

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