甲类大副英语考试必看.doc

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Passage.2-38
MV Magellan was inbound from Rotterdam to berth 207 at Southampton Container
Terminal. At 0530 the pilot boarded the ship at the Nab Tower pilot station. The
pilot's and the master's passage plans were exchanged and the ship's pilot card was
given to the pilot. The passage continued along the East Solent, during which time
there were various VHF radio conversations between vessels and Southampton VTS,
about restricted visibility. The VTS officer gave the pilot a count down from 5 to 2
cables to the Gumard buoy. This was given so that the pilot could judge the timing of
the wheel-over manoeuvre for the 1410 turn into the narrow Thorn Channel. The
wheel-over occurred at about 0652 and the ship began to turn. At this time, the W
Bramble and NE Gurnard buoys, which are at the entrance to Thom Channel, could
not be seen because of restricted visibility. Various helm and engine movements were
made during the turn. However, when W Bramble and NE Gumard buoys appeared,
the pilot realized that the ship was in the wrong position for the heading she was on.
Despite(尽管) further helm and engine orders, the vessel grounded soon after. at 0700. It
was not until about 0710 that the escort harbor launch informed VTS of the grounding.
With the assistance of two tugs, the ship was refloated near the time. of high water,
and she safely berthed at 1232.
149@MV Magellan applied wheel at B to turn into the narrow Thorn Channel.
A. 0530
B. 0652
C. 0700
D. 0710
150@The important navigational mark or marks at the entrance to the Thorn Channel
is (are) D
A. Southampton Container Terminal
B. the East Solent
C. the Nab Tower
D. the W Bramble and NE Gurnard buoys
151@The suggestion of a countdown from 5 to 2 cables to the Gurnard buoy is A
A. for the pilot to judge easily when the wheel should be used to make the turn into
the narrow "Torn Channel
B. to remind the pilot that the depth around there is not sufficient for MV Magellan
C. to inform the pilot that the visibility around the buoy is reduced further
D. to request the pilot that further consideration should be- given to the wheel-Lover
manoeuvre for the 141 0-turn
152@lt can be concluded that the cause of the grounding was that D
A. the Bramble and NE Gurnard buoys were disappeared
B. the VHF radio conversations between vessels and Southampton VTS, about
restricted visibility, were insufficient and improper
C. Thorn Channel was too narrow
D. there was. an error of judgment by the pilot during the execution of the turn into
Thorri Channel

Passage 2-39
The endorsement of a nonnegotiable bill does not make the bill negotiable or give the
Transferee(受让人) any additional right. A person to whom a nonnegotiable bill has been
transferred by delivery and agreement to transfer title to the bill'or to the goods which
it represents acquires the title to the goods as against the transferor. The transferee.
may also notify the carrier of the transfer to him, and the. carrier is then obligated
directly to .the transferee for any obligations. the carrier owed to the transferor
immediately before the notification.
More specifically, the carrier is liable to the 'owner of goods transported under a
nonnegotiable bill, subject to the right of stoppage in transit. Besides having to be the
owner of the goods covered by the nonnegotiable bill, the claimant in. such a case ..
must have actually relied in good faith on statements made by the carrier on the bill.
The carrier is liable for having stated on the bill that he received goods when in fact
he had not, and -for having delivered the goods in a quantity, kind, weight or condition
other than as stated on the bill.
In general, the carrier must deliver the goods on demand of the consignee named in a
nonnegotiable bill of lading. However, on the endorsement of a nonnegotiable bill,
the goods may be delivered to a party entitled to their possession. The carrier is liable
toward the person having title to, or a right to possession of, the goods for delivering
them to a party not entitled to their possession. -
153@The endorsement of a nonnegotiable bill transfers B
A. the title to the goods from the transferor to the transferee
B. the title to the goods from the transferee to the transferor
C. in no way the title to the goods from the transferor to the transferee
D. the goods to the party entitled to their possession
154@The transferee of a nonnegotiable bill acquires the title to the goods D
A. by taking delivery of the bill and entering into an agreement to transfertitle to the
bill or to the goods
B. by having the carrier actually delivered the goods to him
C. by having the transferor endorsed the nonnegotiable bill.
D. in no way
155@ln the event of a nonnegotiable bill has been.actually transferred, if the carrier
stated on the bill that he received goods when in fact he had not, A is liable.
A. he
B: the transferor
C. the transferee
D. the person having title to, or a right to possession of,. the goods
156@If the goods were thus transferred,, and the carrier delivered the goods in a
quantity, - kind, weight or condition other than as stated on the bill, D
A. he is liable
B. he is not liable
C. it can not be determined whether he is liable or not
D. whether he is liable or not is to be determined by the law of the ship's flag

Passage 2-40
162007 0900 LT
MASTER SIDUS
DEAR CAPTAIN
QUOTE.
SAILING INSTRUCTIONS FOR YR VESSEL
THIS IS R S. PLATOU, OSLO.
SUBJ: FIXTURE OF YR VSL
YOU ARE KINDLY REQUESTED TO PROCEED TO SAN NICOLAS (POSITION
S 15? 14' , W 075? 14') TO LOAD BLAST FURNACE PELLETS FOR
KAOHSIUNG, TAIWAN. (POSITION N 22? 37', E 120? 15'). STOWAGE FACTOR
0.461 CUBIC METERS PER METRIC TONNE ACCORDING TO TIME
CHARTERER SHOUGANG HIERRO PER_ U S. A. LAYCAN: 16 OCT/26 OCT
QUANTITY: FULL CARGO
TERMS: ACCCORDING TO TIME CHARTER NYPE: FIO
AGENT LOAD PORT: CONSORCIO EMPRESARIAL AGNAV S. A. .
TELEPHONE (0051=1)330-6605 FAX: (0051=1)330-2664
AGENT DISCH PORT: TO BE COMMUNICATED TO U SHORTLY.
REPORTS: ETA MUST BE SENT "MINIHIERRO"LIMA AND TO SAN NICOLAS
5 DAYS IN ADVANCE, AND CONFIRMED 48 FIRS AND 24 HRS BEFORE
ARRIVAL
SPECIAL ATTENTION: WHEN CONTACT MADE WITH THE RADIO STATION
OAS AT SAN JUAN, A PRE-STOWAGE HATCH LIST WITH SEQUENCE OF
LOADING TO BE SENT TO LOAD. PORT NOT LESS THAN 48 HRS IN
ADVANCE. THE RADIO STATION WILL ALSO COMMUNICATE. BERTHING
INSTRUCTIONS. ON ARRIVAL SUPPLIER REQUIRES YOUR PRE-STOWAGE
PLAN PRIOR TO LOADING, TOTAL CARGO, ESTIMATED HATCH
TONNAGE, LOADING SEQUENCE, FUEL WATER AND STORES ON BOARD,
DRAUGHT, STABILITY AND TRIM ON FINISHING LOADING
DEBALLASTING: ALLOWED AT BERTH PROVIDED CLEAN SUBJECT TO
APPROVAL BY PORT AUTHORITY
SURVEYS: HOLDS TO BE INSPECTED BEFORE LOADING CARGO OFFICER
TO ACCOMPANY INSPECTOR. ON AND OFF HIRE SURVEYS REQUIRED
ACCORDING TO CHARTER PARTY
FURTHER INSTRUCTIONS TO FOLLOW SHORTLY.
BEST REGARDS ROTASJ / KNM
END QUOTE
157@The nominated agent for the Vessel at the loading port is B
A. MINIHIERRO
B. CONSORCIO EMPRESARIAL AGNAV S.A.
C. SAN NICOLAS -
D. SAN JUAN
1584@The BERTHING INSTRUCTIONS will be obtained from D
A. the agent at the loading port
B. discharge port authority
C. further instructions to follow shortly
D. the radio station OAS at San Juan
159@0n and off hire surveys should be carried out A
A. in accordance with the charter-party
B. as per further instructions
C. by the cargo officer on board
-D. 48 hours prior to arrival at the loading port
l60@According io this fixture, A
A. the vessel is not liable for the expenses of loading and discharging .
B. the cargo will be discharged at. San Nicolas
C. the freight of this voyage is likely. to be charged as per measurement tonnage of the
cargo
D. the canceling date of this fixture is 16 Oct.

*Passage 2-41
A Passenger Ship Safety Certificate shall be issued for a period not exceeding 12
months. A Cargo Ship Safety Construction Certificate, .Cargo Ship Safety Equipment
Certificate and Cargo Ship Safety Radio Certificate shall be issued for a period
specified by the Administration which shall not exceed five years. _
An Exemption Certificate shall. not be valid for longer than the .period of the
certificate to which it refers. (i) When the renewal survey is completed within three
months before the expiry date of the existing certificate, the new certificate shall be
valid from the date of completion of the renewal survey to: (1) for a passenger ship,
a date not exceeding 12 months from the date of expiry of the existing certificate; (2)
for a cargo ship, a date not exceeding five years from the date of expiry of the existing
certificate; (ii), When the renewal survey is completed after the expiry date of the
existing certificate, the new certificate shall be valid from the date of completion of
the renewal survey to: (1) for a passenger ship, a date not exceeding 12 months from
the date of expiry of the existing certificate; (2) for a cargo ship, a date not .
exceeding five years from the date of expiry of the existing certificate; (iii) when the
renewal survey is completed more than three months before the expiry date of the
existing certificate, the new certificate shall be valid from the date of completion of
the renewal survey to: (1.) for a passenger ship, a date not exceeding 12 months from
the date of completion of the renewal survey; (2) for a cargo ship, a date not
exceeding five years from the date of completion of the renewal survey.
161@The valid period of an Exemption Certificate for Cargo Ship Safety Equipment
Certificate shall be B
A. longer than five years
B. shorter than five years
C. longer than 12 months
D. shorter than 12 months
162@When the renewal survey'is completed within one month before the expiry date
of the existing Cargo Ship Safety Construction Certificate, the new certificate shall be
valid B
A. from the date of completion of the renewal survey to a date not exceeding 12
months from the date of expiry of the existing certificate
B. from the date of completion of the renewal survey to a date not exceeding five
years from the date of expiry of the existing certificate
C. from the date of expiry of the existing certificate "to a date not exceeding 12 months
from the date
D. from the date of expiry of the existing certificate to a date not exceeding five years
from the date
163@When the renewal survey is completed on a date which is 99 days before the
expiry date of the existing Cargo Ship Safety Radio Certificate, the new certificate
.shall be valid D
A. from the date of completion of the renewal survey to a date not exceeding 12
months from the date of expiry of the existing certificate
B. from the date of completion of the renewal survey to. a date not exceeding five
years from the date of expiry of the existing certificate
C. from the date of expiry of the existing certificate to a date not exceeding 12 months
from the date
D. from the date of completion of the renewal survey to a date not exceeding five
years from that date
164@It can be concluded that the actual period of validity of a new Passenger Ship
Safety Certificate is less than 12 months if the renewal survey is completed D
A. 4 moths before its expiry date
B. 3 moths before its expiry date
C. 2 moths before its expiry date
D. after its expiry date

Passage 2-42
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 C02 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 C02 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.
165@The safe working load of the aircraft lift is. A tonnes.
A. 18.4
B. 19.95
C. 5.5. .
D. 500
166@The aircraft lift was overloaded by a weight which is D more than its
SWL
A. 1.55
B. 3.95
C. 5.5
D. 7.05
167@1t was the C that had prevented the locking cleats at the flight deck
(weather deck) engaging.
A. fork lift
B. C02 bottles
C. overloaded weight
D.-the three juniors
168@It is implied in the passage that D
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 2-43'.
Coastal conditions
The area described in the volume presents the mariner with a generally adverse
combination of navigational factors which are outline below.
Local Topography. The. Dover Strait is shallow and only is 18 miles wide at its
narrowest point. Passage through the strait is further constricted by a series of narrow
banks, running NE-SW. The seabed is also littered with wrecks.
Natural Conditions. There are strong tidal streams in the strait. Sea level may differ
from that predicted and in particular may be lower than expected due to negative tidal
surges. The area is also subject to gales and poor visibility.
Risk of Collision. There is a high risk of collision caused by the density of vessel
traffic on passage through the strait, including deep-draught vessels., and crossing
traffic, including ferries and high speed craft.
Mine danger area
There are two areas off the N coast of France, which remain dangerous because of
mines lied in the war of 1939-1945. 'Due to the lapse of time the risk to surfa