專業(yè)_大副英語關(guān)聯(lián)題_經(jīng)典

1、棄我去者昨日之日不可留亂我心者今日之日多煩憂大副閱讀練習(xí)1. The objective of lashing the coils is to form one large，immovable block of units in the hold by lashing them togetherIn general，strip coils in three end rows in the top tier should be lashedTo prevent fore-and-aft shifting in the top tier of bare-wound coils group-lash

2、ing 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 bulkheadWhen coils are fully loaded over the entire bottom space and are well shored，no lashings are requi

3、red except for locking coilsThe lashings can be of a conventional type using wire steel band or any equivalent meansConventional lashings should consist of wires having sufficient tensile strengthThe first tier should be chockedIt should be possible to re-tighten the lashings during the voyageWire l

4、ashings should be protected against damage from sharp edgesIf 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 movement1The locking coil is _Aa coil secu

5、red by shoringsBa coil placed in cradleCa coil used to secure other coilsDa coil secured by wedgingsC2The general objective of lashing coils is to prevent them from _Atransverse and longitudinal movementBrolling in the holdCvertical movementDfore-and-aft shiftingA3When coils are fully loaded over ta

6、nktop and are well shored，_Athree end rows in the top tier should be lashedBno lashings are required except for locking coilsCthey should be secured to the ship by wedgingDthey should be placed in cradlesB4.If there is a single coil，its securing should be done by _Aplacing it in cradle and then lash

7、ing itBshoring it and then placing it in cradleCplacing it in cradle，wedging it，shoring it and lashing itDlashing the three end rowsA2. 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 t

8、hat are in the opinion of the Repairer necessary or desirable to carry out and complete the WorksThe 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 Repai

9、rer，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 th

10、ereof1.If a claim is made by the Customer against a sub-contractor，_Athe sub-contractor shall indemnify the Repairer against all consequences thereofBthe Customer shall indemnify the sub-contractor against all consequences thereofCthe sub-contractor shall indemnify the Customer against all consequen

11、ces thereofDthe Customer shall indemnify the Repairer against all consequences thereofD2.According to this passage，_ is trueAthe Customer undertakes not to make claims or allegations against the RepairerBthe Repairer undertakes not to make claims or allegations against the CustomerCthe Customer unde

12、rtakes not to make claims or allegations against a sub-contractorDthe Repairer undertakes not to make claims or allegations against a sub-contractorC3.The Repairer is entitled to sub-contract to _ on any terms all things that are in his opinion necessary to complete the WorksAany personBthe Customer

13、Ca claimerDan allegerA4.This passage is likely extracted from _Aa B/LBGenconCBaltimeDa Ship Repair ContractD3. 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 effectivelyIn the upper t

14、ween 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 holdsThe most effecti

15、ve way to secure these cargoes is to level them and over stow them with other suitable cargoThe over stow should have sufficient rigidity or weight to act as a positive preventative to the movement of pig iron，steel billets，bars，etcLarge quantities of uncovered pig iron or billets should not be carr

16、ied 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 shift1.Where the pig iron，steel billets，round bars and pipes are stowed in _ of a ship，their risk of shifting is

17、 the greatestAthe upper tween deckBthe lower tween deckCthe lower holdDin any tween deck without hatch coamingsA2.The most effective way to stow such cargoes as pig iron，steel billets，round bars and pipes is to _Aplace them in the upper tween deckBover stow them with sufficient rigidity or weight to

18、 act as a positive preventative to the movementClower the metacenter of the shipDobtain an unduly low metacentric heightB2.It will endanger the ship if the pig iron，steel billets，round bars and pipes _Ahave no risk of shiftingBare over stowed with other cargoes of sufficient rigidity or weightCare s

19、towed in lower holdDshiftD4.This passage is likely extracted from _Aa B/LBGenconCBaltimeDa Ship Repair ContractD4. With one possible exception，activity in the Dover Strait during the closing hours of 5 May 1998 was normalIt was a dark clear night，the wind was west-south-west force 5 to 6 and traffic

20、 was moving easily both ways in the traffic separation schemeAs so often happens a“rogue”ship was heading north-east on the northern edge of the south-west bound laneIt was not identifiedThe only additional，but by no means unusual，activity that night was a cross channel survey by the 1，774gt survey

21、vessel STM AtriaShe was traversing the channel between a position off St Margaret's Bay and the Belgian coastShe 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 lightRegular traffic information ab

22、out her activities was broadcast by the CNIS every hourShe was making GOOD between 4 and 5 knots1.The traffic separation scheme _ in the Dover StraitAwas not establishedBwill be establishedCwas in operationDwas removedC2.STM Atria was _Aa“rogue”shipBa survey vesselCCNISDDover StraitB3.The speed of t

23、he survey vessel is between _ knotsA4 and 5B5 and 6C6 and 7D7 and 8A4.The ship heading north-east _Awas in the wrong lane of the traffic separation schemeBwas carrying out survey operationsCdid not carry any cargo on boardDwas a pirate boatA5. The bulk carrier，long recognized as the workhorse of the

24、 world merchant fleet，has over the years had its design refined and optimized on the basis of previous successful experienceThis provided what many considered to be a relatively uncomplicated and safe structural configurationRecently，and regrettably with loss of human lives，a series of tragic ship l

25、osses has focused the attention of the marine industry and the public on the performance and inherent safety of this ship typeExtensive research and development，principally by the major classification societies，has highlighted the possible causes of the bulk carrier losses and brought about necessar

26、y changes to the design and scantlings for new shipsFor 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 gr

27、eater attention to operating procedures，particularly during cargo loading and discharge，in order to avoid over stressing of the structure or mechanical damage1.In this paragraph，the term“workhorse”means _Athe ship that performs dependably in marine industriesBa horse that is used for labor rather th

28、an for racing or ridingCa person who works tirelessly，especially at difficult or time-consuming tasksDsomething that performs dependably under heavy or prolonged useA2.The refined and optimized design of bulk carriers，considered by many people，_Ais relatively uncomplicated and safe in their structur

29、al configurationBis relatively complicated compared with previous structural configurationCis relatively not safe on the basis of previous successful experienceDwill join world fleet recentlyA3.The _ is not included in the anticipated improvements to safety for existing bulkshipsAintroduction of a m

30、ore rigorous survey regime and greater attention to operating proceduresBintroduction of necessary changes to the design and scantlingsCreinforcement of the aft transverse watertight bulkheadDreinforcement of the double bottom structure in wayB4.It is implied that a series of tragic bulkship losses

31、_Awill not be avoided even new design of their structure are introducedBwere contributed by the improvements to safety for existing shipsChas little effect on the marine industry and the publicDwere caused by their inherent structuresD6. The ship loaded with general cargo had parcels of steel pipes

32、of 13 inch diameter stowed 6 tiers high in the aft end of the tween decksTwo lengths of 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

33、In very heavy weather the steel pipes broke adrift and extensive damage resulted to framing，bulkheads，air and sounding pipes，etcThe wire lashings and bottle screws were completely destroyed1.The diameter of the steel pipes is _ inchesAnot mentionedB13C6DB2.The steel pipes were stowed in _ tiesA2B3C5

34、D6D3.The steel pipes did not cause damage to _AframingBbulkheadsCair and sounding pipesDthe aft end of the tween decksD4.The steel pipes were lashed with _ wiresA2B3C4D5A7 Dangerous cargoes of Class 3 are liquids，or mixtures of liquids，or liquids containing solids in solution or suspension（egpaints，

35、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 656（150）open cup test），normally referred to as the flashpointClass 3

36、 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 temperatureHowever，the provisions of this Code need not apply to such liquids with a flashpoint of more

37、than 35（95）which do not sustain combustionLiquids offered for transport at temperatures equal to or above their flashpoint are，in any case，considered as flammable liquidsFor the purpose of above subsection，liquids are not considered to sustain combustion if：*they have passed the suitable combustibil

38、ity 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 mass1.According to this paragraph，flash point obtained from closed cup test is _ then

39、 that obtained from open cup testA9 lowerB9 higherC lowerD higherC2.Liquids are not considered to sustain combustion if _Athey have not passed the suitable combustibility testBtheir fire point according to ISO 2592 is not greater than 100Cthey are miscible solutions with a water content of not more

40、than 90%，by massDtheir fire point according to ISO 2592 is greater than 100D3.Miscible solutions offered for transport at ambient temperature with a flashpoint of more than 35（95）and with a water content of more than 90，by mass，_Ais not included in Class 3Bis not mentioned in this paragraphCis inclu

41、ded in Class 3Dwill be considered to be included in other class of dangerous cargoesA4.The proper topic of this paragraph is _ANon Dangerous LiquidsBMost Liquids are not Included in Class 3CDefinition of Dangerous Cargoes of Class 3DLiquids and Their Physical PropertiesC8. Modern bulk carriers are n

42、ormally designed to carry a variety of cargoes in order to provide operational flexibilityFor cargoes such as coal or grain the ship would have all holds filled with the cargo（homogeneous loading condition）and be down to maximum draughtIf heavy cargoes，with a stowage rate of about one third of that

43、for coal were to be carried in the homogeneous condition each hold would only be about one third fullIn that condition the ship would have a large metacentric height and a low centre of gravity resulting in a very“stiff”shipModern bulk carriers，intended for the carriage of ore，are designed for the c

44、arriage of ore cargoes in alternate holds and in larger ships only the odd numbered holds are loaded with oreThe advantages in this are that it is easier to achieve a satisfactory trim on the ship and a reduced time spent in portHowever，the disadvantages are that the alternate hold loading pattern g

45、reatly increases the stresses in the double bottom structure and the shear forces in the side shellThe 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 topsid

46、e tanks1.The homogeneous loading condition refers to loading pattern that _Aall cargo holds are fully loaded to the maximum of both volume and weight capacitiesBeach hold would only be about one third fullConly the odd numbered holds are loadedDall cargo holds are loaded with cargoesD2. “Stiff”ship

47、is the condition that _Ashe has a large metacentric heightBshe has a high centre of gravityCher metacenter above baseline is highDher centre of gravity is lowA3.The _ are not arranged for the carriage of ballast waterAdouble bottom tanksBtopside tanksChopper tanksDvertical trunks or pipesD4.The disa

48、dvantage of the alternate hold loading pattern is that _Ait is easier to achieve a satisfactory trim on the shipBit increases the stresses in the double bottom structure and the shear forces in the side shellCit is easier to achieve a reduced time spent in portDthe double bottom and hopper tanks are

49、 often inter-connected，by vertical trunks or pipes，with the topside tanksB9. Bottom area from keel to light load line about 2600 sqm，including rudder，post，stern frame，to be cleaned with high pressure fresh waterRusted area about 300 sq，to be sand-blasted and patched with two coats of bottom primer o

50、n the bare metal surfaceThen whole area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paintBoot-topping strake，from light load line，about 1600 sqmto be cleaned with high pressure fresh waterRusted area to be blasted and patched with two coats of primerThen whole

51、 area to be applied one coat of boot topping green paintTopside about 1200 sqmto be cleaned with high pressure fresh waterRusted area to be sand-blasted and patched with two coats of primer and one coat of light gray paintThen whole area to be applied with one coat of light gray paintAll draft figur

52、es，plimsoll marks，ship's name and port of registry to be repainted twice in original color1._ to be repainted twice in original colorABottom area from keel to light load line about 2600 sqm，including rudder，post，stern frameBThe whole areaCBoot-topping strake，from light load line，about 1600 sqmDA

53、ll draft figures，plimsoll marks，ship's name and port of registryD2.Where is boot-topping _AThe area of the hull between full and light load linesBThe area of the hull above the water line in full load conditionCThe area from keel to light load lineDThe area from keel to full load lineA3._ area t

54、o be applied with one coat of light gray paintABottomBThe wholeCBoot-toppingDTopsideD4._ area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paintABottomBThe wholeCBoot-toppingDTopsideA10. The hull structure within the cargo area of a bulk carrier can be consider

55、ed as comprising two barriers；namely，the primary and secondary barrierThe primary barrier is formed by the single skin side shell between topside and hopper tanks，and the cross deck strips，hatch covers and coamingsA failure of the primary barrier would allow water to enter the hold spaceThe secondar

56、y barrier is formed by the vertically corrugated transverse watertight bulkheads and the inner bottomA failure of the secondary barrier will permit flood water in the hold to enter the neighbouring hold space1.Cracking at hatch corners will directly permit water to enter _Atopside tanksBthe cross deck stripsChopper tanksDthe primary barr