Chapter3 Cargo packing, Stowage & Marking

三副英语评估口述Please say something about your responsibilities on board请.说说你的责任。

(三副职责 )(1) I work in the deck department. I am a third officer.我在甲板上。

我是一名3副(2)I shall keep a navigation watch from 0800 to 1200 and from 2000to2400 while underway at sea.在海上我值守 0800-12000-2400 班(3)Ishall keep watch on the bridge while mooring ,unmooring or anchoring.我在船舶系泊，解缆，抛锚时负责驾驶台值班(4)I am responsible to care of all lifesaving appliances,fire fighting equipmentand ensure that all of them can use immediately when we need.,我的责任是所有救生和消防设备 ,以确保他们在需要时是可以立即使用的。

1.我是一名三副，在甲板部工作2.在航时，我在 0800-1200,2000-2400值班3.系解缆，抛锚收锚时，我在驾驶台值班4.负责船上就生消防设备，保证可用Describe the responsibilities as a watch officer while the ship is at anchor描.述在抛锚时作为值班员的责任。

(1)observe the anchor position,note down the vessel’ s heading and depwater, and mark the anchor position on the charts;值班员应该观察锚位，船首向和水深，在海图上标出锚位。

Chapter 1 International Trade1.What are the reasons for international trade?There are three main reasons: resource reasons, economic reasons, and political reasons. The resource reasons refer to the uneven distribution of resources such as natural resources, capital, and labor. The economic reasons are explained by the principal of absolute advantage and the principal of comparative advantage. Besides, nations are motivated to trade or not to trade with each other by international and domestic political needs.2.What is the principal of comparative advantage?Created by David Ricardo, the principal of comparative advantage is a basic theory for specialization and trade which says trade will benefit both nations provided only that their relative costs, that is, the ratios of their real costs measured by labor-hour or another commodity, are different for two or more commodities. In other words, trade depends on differences in comparative cost or opportunity cost, and one nation can profitably trade with another even though its real costs are higher (lower) in every commodity.3.What are the benefits of international trade?The benefits of international trade include cheaper goods, more choices of goods, wider market for domestic producers, and the growth of domestic and world economy.4. Why does trade protectionism still exist despite the benefits of international trade?Trade protectionism exists for economic and political reasons. Nations want to protect their infant industries and jobs from foreign competition, to maintain balance of payment, and not to support their foes.5.Want are some of the forms of trade restrictions?Trade restrictions take the forms of tariff barriers and non-tariff barriers.6.What is a tariff barrier and what is a non-tariff barrier?A tariff barrier is a direct monetary burden to discourage trade in which a duty or fee is levied on goods being imported into (or exported out of) a country. A non-tariff barrier, on the other hand, is not directly a monetary burden though it often costs more time and money. Non-tariff barriers include quota, license, foreign exchange control, technical standards, and regulations, etc.Terms1. A tariff: is a duty or fee that is levied on goods being imported into (or exported out of) acountry.2.Surtax: is an additional tax. It may also be temporary and discriminatory. In internationaltrade, import surtax is often collected to cope with international payment difficulties and to prevent dumping.3.Anti-dumping duty: is a fee that is collected by the importing country when it believes thatthe exporting country is selling a significant amount goods to the importing country at prices much lower than in the exporting country.4.Specific duty: is a tax of a certain sum assessed and collected on an article without referenceto its value or market.5.Ad valorem duty: is a tax which is graded according to the cost, or market value, of thearticle taxed.6. A quota: is a quantitative restriction or an upper limit in terms of physical quantity or value.7.An import license: is a permit for import issued by the government to control the import ofgoods.8.Foreign exchange control: means various forms of restriction imposed by a government onthe purchase/sale of foreign currencies by residents or on the purchase/sale of local currency by nonresidents.Chapter 2 Terms of Delivery1.What are the key issues that a contract must spell out clearly?Seller’s and buyer’s responsibilities and associated costsTime and place of deliveryDocuments and expensesTitle to the goods2.Why are Incoterms created?Incoterms are created to provide a set of international rules for the interpretation of the most commonly used trade terms in foreign trade. Thus, the uncertainties of different interpretations of such terms in different countries can be avoided or at least reduced to a considerable degree.3.How are the terms structured in Incoterms?The terms are grouped in four basically different categories: E-term, F-terms, C-terms, and D-terms. E-term requires the seller to make the goods available to the buyer usually at the seller’s own premises. F-terms require the seller to deliver the goods to a carrier appointed and paid by the buyer. C-terms require the seller to contract and pay for carriage without assuming the risk of loss of or damage to the goods or additional costs due to events occurring after shipment and dispatch. D-terms require the seller to bear all costs and risks needed to bring the goods to the place of destination.4.Do you have to use Incoterms in every transaction? Why or why not?No, sellers and buyers don’t need to use Incoterms in their transaction because Incoterms are created only to provide an option, not an obligation.5.What should be considered in the choice of terms of delivery?Transport capacityCustomer’s locationFreight rateLoading/unloading facilities and local port customRisks in transitChapter 3 Cargo Packaging, Stowage & Marking1.Generally speaking, what are the main reasons for cargo packaging?Generally speaking, there are four main reasons for cargo packaging:a.protective function that essentially involves protecting the contents from the environment andvice versa;b.loading and transport function that requires proper packaging design for easy handling andspace-saving transportationc.stowage function that facilitates stowage and distribution; andd.promotion function that helps generate product awareness and sales2.The protective function of packaging essentially involves protecting the contents fromthe environment. Is this statement true or false and why?This statement is only partially true because the protective function of packaging involves protecting people and the environment, not only the contents, particularly for hazardous materials.3.What is the most efficient method of handling general cargo?The most efficient method of handling general cargo is to make up cargo unit.4.What are the main factors influencing types of cargo packaging?The main factors influencing types of cargo packaging are:a.nature of cargo;b.transport;c.Customs and statutory requirements;d.Insurance acceptance conditions;e.Cost; andf.Ease of handling and stowage5.What should be considered in the stowage of cargo?The following should be considered in the stowage of cargo:a.observation of weight limitations and distributions;b.prevention of damage to transport vehicle;c.best use of available deadweight or cubic capacity to minimize the broken stowage;d.avoidance of mixing incompatible cargo;e.plan for ease of unloading6.What purposes does correct and complete marking serve?Correct and complete marking of packages helps prevent incorrect handling, accidents, incorrect delivery, losses of weight and volume and Customs fines7.What are the main types of marks?The main types of marks include shipping marks, information marks, indicative marks and warning marks.8.What are the marking requirements?The marking requirements are internationality, visibility, legibility and indelibilityChapter 4 Transport1.What are the key differences between liners and tramps?A liner operates over a regular route according to an advertised time-table but a tramp does not operate this way. Instead, a tramp is a vessel hired to pick up cargo from almost any port and go directly to the port of destination.2.What does the abbreviation FIO stand for? What does it mean?FIO stands for “free in and out”, which means that the charterer of a vessel, not the ship operator, is responsible for the costs of loading and unloading.3.What key purposes does a B/L serve?A B/L serves three key purposes. First, it is evidence that a valid contract of carriage exists between the carrier and the shipper, and it may incorporate the full terms of the contract between them. Second, it is a receipt signed by the carrier confirming whether goods matching the contract description have been received from the shipper in good condition. Third, it is also a document of title, creating ownership of the goods shipped.4.What should a clause of shipment include?A clause of shipment should include time of shipment, port of shipment and port of destination, advice of shipment, partial shipment and transshipment.5.What is Air Waybill and what is the key difference between the document and an OceanB/L?An air waybill is a transport document issued by airlines or air cargo companies or their agents. The key difference between this document and an ocean B/L is that air waybill is not a title document. As a straight waybill, an air waybill is not transferrable or negotiable and a shipper does not lose his ownership of the cargo by handing the air waybill to the airline. However, as the buyer is named the consignee on the waybill and he/she can claim the consignment from the carrier by simply showing proof of identity.6.What is international multimodal transport?International multimodal transport is the carriage of goods by at least two different modes of transport on the basis of a multimodal transport contract from a place in one country at which the goods are taken in charge by the multimodal transport operator to a place designated for delivery situated in a different country.7.What are the general considerations in cargo transport?Reliability, speed and frequency, and cost.Chapter 5 Foreign exchange rate & Contract formation- Offer & Acceptance1.How is the exchange rate between any two currencies expressed?There are two ways to express the exchange rate between any two currencies, i.e., the price of Currency A can be quoted in terms of Currency B or vice versa. Depending on whether home currency is used to express the price of foreign currencies or foreign countries are used to express the price of home currency, we have direct quotation and indirect quotation.2.How many rates does a bank normally quote?Two, a buying (bid) rate and a selling（ask）rate.3.Why is exchange rate an important issue for international traders?While the exchange rates between currencies float, payment is normally made sometime after the contract is concluded. The final earnings in the home currency (if the contract currency is a foreign currency) will only be known with the prevailing exchange rate at the time the payment is made. A favorable exchange rate will give the exporter more home currency. On the other hand, an adverse movement of the exchange rates will bring him a loss in terms of home currency.4.How can we manage the exchange rate risks (foreign exchange risks)?There are a number of choices: choosing the right currency for a transaction, booking a forward contract, and using other products that banks offer.5.If you intend to make your offer indefinite, what can you do to avoid misinterpretation?If an offerer wants to make an offer indefinite, he should make clear reservations to avoid misinterpretation.6.How can you terminate an offer?An offer can be terminated by:The party offering may revoke the offer if no consideration has been given.The offer may lapse (either after a specified time, or it may just become stale).Offer may come to an end after a stipulated event occurs or does not occur.Offer may lapse on death of the party offeringOffer is killed by a counter-offer.7.Who can accept an offer?Only the offeree can accept an offer.8.What does acceptance mean to a contract?Since an acceptance indicates assent to an offer, it validates the contract and means that boththe offerer and the offeree will be bound by the terms and conditions in the offer.9.What is a counter-offer?A counter-offer is either the office’s proposal of a new set of terms for the transaction or his conditional acceptance by making actual, material changes in the offer.1.Foreign exchange: is the currency of any foreign country which is the authorized instrumentof settlement and the basis for record keeping in that country.2.Like any other commodities, a foreign exchange has a price, which is expressed in anothercurrency. Exchange rate is the price relationship between the currencies of two countries or the price of one currency in terms of the other.3.Offer rate（of foreign exchange）:is the price at which a bank is willing to sell foreignexchange to its customers4. A definite offer:is one that clearly expresses the offerer’s willingness in concluding atransaction by providing complete and clear information for the deal. Normally it includes all the necessary items for a transaction, specifies the time by which the offer is valid and the time the acceptance must be received, and uses the phrase “offer firm” meaning that the offer is made without reservations.5.An acceptance: is a statement made by the offeree indicating assent to an offer.。

Seminar forCarriage of Dangerous Goods05 July 2002GL ASEA BusanY. S. Kim Brief InstructionThere is a tremendous variety of dangerous cargoes being carried on seagoing ships, to some extent in very large quantities. Dangerous goods are mainly mineral oils and products of the chemical industry which may represent a danger for the crew, the ship and environment. This has been taken account by the IMO in the international Convention for the Safety of Life at Sea, SOLAS. The carriage of dangerous goods in general is dealt with in SOLAS Chapter VII, covering chemical tankers in Part B, gas carriers in Part C and the carriage of dangerous goods in packaged form or in solic form in bulk is contained in Part A.Part A of SOLAS Chapter VII contains general requirements covering mainly operational aspects and applies to all ships, including cargo shipes of less than 500 gross tons, carrying dangerous goods. Part A of SOLAS Chapter VII is the legal base for the “International Maritime Dangerous Goods Code“ (IMDG Code) and the “Code of Safety Practice for Solid Bulk Cargoes“ (BC Code). There codes contain the specific requirements with regard to packing, labelling , stowage, segregation and other operational aspects.In Regulation 2 of SOLAS Chapter VII, Part A dangerous goods are classified according to their specific properties:Class 1 ExplosiveClass 2.1 Flammable GasesClass 2.2 Non-flammable GasesClass 2.3 Poisonous GasesClass 3.1/3.2 Flammable liquids with flash point of 23︒C and belowClass 3.3 Flammable liquids with flash point above 23︒C up to 61︒CClass 4.1 Flammable solidsClass 4.2 Substances liable to spontaneous combustionClass 4.3 Substances, which, in contact with water, emit flammable gasesClass 5.1 Oxidizing substancesClass 5.2 Organic substancesClass 6.1 Toxic substancesClass 6.2 Infectious substancesClass 7 Radioactive materialsClass 8 Corrosives (liquids and solid forms)Class 9 Miscellaneous dangerous substances and articlesFor the details of the classification of the dangerous goods, refer to IMGD Code Para.5 as attached. Dangerous substances in packaged form are to be shipped in approved packagings as specified in the IMDG code for each substance individually, including a limitation of the filling capacity. Common packagings are boxes, drums, pressure cylinders etc. These parcelled goods are either be stowed directly in the cargo hold or inside a freight container. Goods stowed in tank containers, bulk containers or big bags are considered packaged as well. Please note that bulk cargoes mean cargoes which are intended to be transported without any intermediate form of containment in bulk packagings or portable tanks. Stowage requirements specify, among other things, restrictions related to the distance to living quarters and to engine room boundaries, or whether on deck or under deck stowage is permitted or stowage on passenger ships.Segregation is required for incompatible goods like substances, which stowed together, present a risk for undue hazards in case of leakage or spillage.Regulations and ProvisionSOLAS II-2, Reg. 54 Specific requirements for ships carrying dangerous goodsThese regulations specify the required installations and equipment in the cargospaces for the individual cargoesSOLAS VII, Part A Carriage of dangerous goods in packaged form or in solid form in bulk.Application of the Rules and classification of the various goods. Generalinformation regarding packaging, marking, labelling, documents and stowage. IMDG Code International Maritime Dangerous Goods CodeSpecific provisions for each individual cargo with respect to packing, stowage andsegregation duing the transport. To be onboard if goods in packaged form arecarried.BC Code Code of Safe Practice for Solid Bulk CargoesSpecific provisions for each individual cargo with respect to stowage andsegregation during the transport. To be onboard if buldk cargopes are carried. INF Code Code for the safe carriage of irradiated nuclear fuel, plutoniym and high-levelradioactive wastes in flasks on board ships. INF 1, INF 2, INF-3 dependent on thetotal radioactive quantity.Class 7, not covered by SOLAS II-2, Reg. 54.As indicated in the list of classes some goods are dangerous on account of their features (e.g. explosive or poisonous products). Other goods constitute a hazard during the transport if they get in touch with other materials and thereby a chemeical reaction is caused, e.g. development of ignitable or toxic gases after contact with water. Therefore,the cargo spaces concerned have to be provided with the fire protection and safety systems dependent on the scheme of the carriage of dangerous goods as specifified on SOLAS Chapter II-2, Regualtion 54 in order to cope with dangerous situations which may evolve.It should be noted that a ship need not to comply with all the requirements indicated in the SOLAS II-2, Regulation 54. The classes of dangerous goods which may be carried and possible restrictions are ascertained on the basis of the arrangements and equipment provided for each space and such stated in the “Document of Compliance for the Carriage of Dangerous Goods (Dangerous Goods Certificate)“.As attached, our Rules Chapter 2, Section 12, The tables 12.7 and 12.8 are used to determine the requirements to be fulfilled for particular classes of dangerous goods to be carried in a particular type of cargo space.Specific Requirements for the Carriage of Dangerous GoodsGeneral information regarding the application of the Special Requirements of Regulation 54 of SOLAS II-2 according to the scope of dangerous goods to be carried.The scope of dangerous goods, which may be carried, depends on the vessel’s outfitting.A. Transport of Dangerous Goods (D.G.) in package formA minimum of such requirements as detailed here below has to be met in case D.G. in packaged form shall be carried in a cargo hold:1. All cargo holds to be fitted with a fixed fire extinguishing system(conventional/container/bulk cargo spaces: CO2 system)special category spaces, open ro/ro spaces and alike: water spraying system2. Immediate availability of water for fire fighting by remote start of the fire pumps from the wheelhouse3. Hydrants to be arranged such that any part of the empty cargo space can be reached with four jetsof water simultaneously. Two of the jets shall be supplied via single length of hose each, two may be supplied via two coupled hose lengths. This requirement applies also to the cargo weather deckdesignated for the stowage of D.G.4. Approved fire detection system for the cargo holds (in case of class 1 on weather deck alsoapplicable to the cargo hold beneath)5. Four sets of chemical protective clothing6. Two additional breathing apparatus with spare charges acc. to flag state requirements 1, but not lessthan two7. Additional dry powder fire extinguishers total 12 kg per hold (not required in container cargo holds,but also for weather deck stowage)With foregoing equipment the following may be carried in the cargo hold(s):16000 ltrs. each for German flag.Provided additional dry powder fire extinguishers of total 12 kg are available dedicated to the use in the cargo deck area all classes of D.G. may be carried on weather deck.8. For the carriage of flammable gases (class 2.1), toxic gases (class 2.3), substances of IMO class 4.3,liquids of class 6 and 8 with flash point 61 °C, but above 23 °C and for the carriage of those goods for which the IMDG code requires "stowage in a mechanically ventilated space", the cargo hold is to be provided with mechanical exhaust ventilation giving 6 air changes per hour based on the empty hold.T his applies also to goods of IMO classes 4.1, 4.2 and 5.1 if stowage in a mechanically ventilated space is stipulated in the IMDG code.The ventilation ducts shall be arranged such that approximately 1/3 of the air volume is removedfrom the upper and 2/3 lower part of the cargo hold.The ventilation may be reduced to two air changes per hour in case of container cargo spaces and if these goods are carried in closed freight containers.The inlet (if supply fans are provided) and outlet ventilation openings are to be fitted with wire mesh guards not exceeding 13 mm mesh to prevent foreign objects from entering into the fan casing.9. With ventilation acc. to 8. and ex-proof electrical equipment of explosion group IIB, temperature classT4 and grade of protection IP 55, also the flammable gases (class 2.1) with the exception ofHydrogen and mixtures thereof may be carried in the hold.I t should be noted that all electrical equipment coming into contact with hold atmosphere has to meetthis requirement (lighting, fire detection system, ventilators etc.).The carriage also of Hydrogen and mixtures thereof would require ex-proof installation of IIC T4.Lighting is not a requirement of the Rules nor SOLAS. Lighting or any other electrical equipment,unless required by the Regulations or in connection with the transport of D.G., may be isolatedduring the transport of goods requiring ex-proof electrical equipment.10. With ventilation according to 8., ex-proof installation according to 9. and an additional fixed bilgesystem for the removal of D.G. spills, the classes 3.1, 3.2, 6.1 and 8 may be carried withoutrestrictions.11. In case of IMO-class 1, except 1.4.S, the following would have to be provided in addition to the basicrequirements as per items 1. - 10:–electrical equipment of at least IIB T5, IP 65 (only for goods liable to emit explosive dust or vapour)–water spraying system for the part where class 1 is to be stowed (5 litres/m2 ∙ min)– a machinery space bulkhead adjoining the cargo hold is to be insulated to A-60 standard.12. In a cargo hold adjoining the machinery space various IMO classes have to be stowed 3m awayfrom the machinery space bulkhead, unless it is insulated to A-60 standard. For details please refer to the Rules. This requirement, however, is not applicable to container cargo holds.In case of IMO class 1 (except 1.4.S) however, the A-60 fire protection insulation is mandatory for the machinery space bulkhead adjoining a cargo hold. In addition, these goods have to be stowed3 m away from the machinery space bulkhead.13. Note: IMO-class 5.2 never is permitted to be carried in a hold regardless of any equipment fitted.This sub-class is allowed on deck only.14. Carriage of containers on Non-weathertight Hatch coversWith regard to the carriage of containers on non-weathertight hatch covers, potential hazards have been identified in case of dangerous goods of which leaked liquids may enter into the containercargo hold and for dangerous goods for which the IMDG code requires “on deck stowage〞 only.For newbuildings intended for the carriage containers on non-weathertight hatch covers with gaps, followings shall be observed:a.IACS LL 64From the carriage of dangerous goods point of view, he main items are:-the gaps shall not exceed 50 mm-to minimise the entry of leaked liquids into the container cargo hold, effective provisions(e.g. gutter bars) shall be provided in way of the gaps-the requirement CO2 quantity for the cargo hold is to be increased by at least 10 %b.In accordance with interpretation, para 9 of LL64 need not to be observed under followingconditions:1.Stowage of containers on the hatch covers inside the gutter bars, i.e. withoutbridging the gaps: no further requirement2.Stowage of containers above gaps, i.e. by bridging the gaps:Additional drainage recess, e.g. recessed labyrinth arrangement, shall be providedbetween the hatch covers.c.Mechanical ventilation in the cargo holds shall be provided. The kind of ventilation (exhaustor overpressure ventilation) should be selected as follows:1.For container cargo holds fitted with certified safe electrical equipment of at leastIIBT4 IP55 and ventilation giving at least 2 air changes per hour, GL recommendsmechanical ventilation of exhaust type which we deem more effective in case ofleakage of dangerous goods from containers stowed within the hold. Should anygases or vapour from the “on deck only〞 cargo be drawn into the hold it will bediluted sufficiently so that together with the forementioned standard of electricalprotection there should be no risk of ignition.2.Overpressure ventilation of the cargo holds beneath should be required only if thecargo holds are not equipped for the carriage of flammable gases and liquids withflash point below 23 C (that means e.g. no certified safe electrical equipment). Anair change rate of at least 2/hr shall be provided and continuous ventilation shouldbe maintained throughout the holds if such cargoes are stowed on the hatches. For details regarding the individual requirements please refer to the Rules.B. Transport of Solid Dangerous Goods in BulkIn case a vessel shall also be suitable for the carriage of solid D.G. in bulk the following is to be applied: 1. If fitted with equipment as per items 1., 2., 3., 5. and 6., the following classes can be carried in bulk:5.1 1,6.1, 8 and 9 22. Mechanical ventilation is mandatory only for a limited number of bulk cargoes. For details pleaserefer to the Rules.3. A fire detection system as per item4. is not required in case of solid D.G. in bulk.4. The CO2 system may be exempted on application in case of bulk cargoes which are non-combustible or of low fire risk or for which CO2 is deemed to be ineffective (IMO MSC/Circ.671). 5. Class 4.1 2 in bulk would require electrical equipment of at least IP 55, max. surface temperature200°C orT3, IP 55 (sulphur T4, IP55).6. For class 4.2 1 in bulk only for some goods the electrical equipment must be of at least IIA T2, IP55.7.For class 4.3 1 in bulk following requirements shall be complied with:-The electrical equipment must be of at least IIC T1 (ferrosilicon), other goods of this class require IIC T2.-The ventilation must consist of at least 2 independent fans with a sill height such that weathertight closure need not be provided in accordance with ILLC.-The bilge system is to be designed acc. to item 10 of para A.-Two portable gas measuring apparatus for quantitative measuring of Phosphine and Arsine are to be provided.-Special flag state requirements may have to be observed for the carriage of class 4.3 in bulk.E.g. in case of German flag a full-scale separate bilge system is to be provided for the hold.For the breathing apparatus spare charges of 9600 litres each are required.Foregoing covers the most important aspects. For details of design please refer to the Rules.C. Forms to be submitted by the shipyard (F236 / F184)a.)The forms F 236 shall be completed by the shipyard and to be submitted to our MachineryDepartment together with a General Arrangement Drawing in order to provide informationregarding the type of cargo spaces, the hatch covers (weathertight, or non-weathertight with gaps) and the scope of IMO classes intended to be carried.b.)The forms F 184 shall be completed by the shipyard and to be submitted to our ElectricalDepartment for approval in due time before delivery of the ship. For issue of the Document ofCompliance for the Carriage of Dangerous Goods an approved form is required.D.Document of Compliance for the Carriage of Dangerous GoodsThe document of compliance will be issued by GL for most of the flag states upon a special survey acc. to GL form F 235 for initial surveys and Form F 237 for renewal surveys.In case of German flag the document will be issued by the German Authorities. The necessary surveys however will be performed by GL, who will initiate the issue of the document by See-BG.1Separation to engine room bulkhead in accordance with BC code.2In a cargo hold adjoining a machinery space stowage at least 3 m away from engine room bulkhead, unless it is insulated to A-60 standard.Explosion Protection of Electrical Equipment for the Carriage of Dangerous Goods1.InstructionDuring the past few years transport s of dangerous goods on board ships have increased substantially, as as a result of which installatioans enabling such transports to be effected safely are now provided for the cargo spaces of almost all newbuildings. One of the essential measures taken is explosion protection of the electrical equipment. From the general objectives defined it can be deduced that in particular the following items have to observed.1.1Definition of areas subject to explosion hazard1.2Adaptation of explosion protection to the dangerous goods to be carried (explosion group,temperature class).1.3Definition of restrictions for disconnection of non-explosion protected equipment. Equipmentprovided for ensuring the safety of crew and ship and for the carriage of dangerous goods must be not disconnected.Both the IEC/TC18 and IACS WP/EL have prepared relevant regulations, which have been duly considered in Germanischer Llyod’s Rules.2.Areas subject to explosion hazard (comparable to zone 1)Hazardous areas have been subdivided into areas subject to explosion hazard (comparable to zone 1) and extended hazardous areas (comparable to zone 2), depending on the probability of occurrence of an atmosphere in dangerous quantity.As a matter of principle, cargo holds in which dangerous goods are carried, as well as the pertinent ventilation ducts and enclosed or semi-enclosed spaces with direct, non-closable openings to these spaces, are areas subject to explosion hazard.A distinction has to be made between2.1explosive substances in packaged form conforming to class 1, except for goods in division 1.4,compatibility group S.2.2solid goods in bulk, which may develop dangerous dust only, and2.3flammable liquids with a flash point below 23︒C in packaged form, flammable gases or highlydangerous bulk cargoes, which under certain conditions develop a potentially explosive gasatmosphere.It is assumed that in the event of failure, e.g. damage to the packaging and discharge of a liquid with a flash point below 23︒C, a gas/air mixture in dangerous quantity and concentration is liable to occur from time to time.The same consideration applies to dangerous concentrations of dust/air mixtures in the case of carriage of certain bulk cargoes, such as grain and fish meal.When coal is carried, a combined hazard due to duct and gas (methane) may occur. The concentrations is to be expected depending on a large extent on the type of coal and the country of origin.Ferrosilicon may be quoted as an example for a hazard being caused during the carriage of solid cargo in bulk due to explosive gas atmosphere. Under the effect of water, ferrosilicon develops, inter alia, hydrogen in dangerous concentrations and quantity.3.Extended hazardous areas (comparable to zone 2)Extended hazardous areas are to be taken into consideration only in the event of carriage of flammable liquids with a flash point 23︒C in packaged form, flammable gases or highly dangerous bulk cargoes, which under certain conditions develop a potentially explosive gas atmosphere. Extended hazardous areas include:3.1Areas with a gastight, closable door to areas subject to explosion hazard and not provided withoverpressure ventilation or separation by a gas lock. If ventilation by overpressure with at least 6air changes per hour or separated by a gas lock, these areas are considered to be safe. In case of the failure of ventilation system a visual and audible alarm is to be given and the equipment, which is not of certified safe type (e.g. IP 55) must be automatically or manually switched off.3.2Bilge pump spaces and pipe tunnels with components, such as flanges, valves, pumps, etc., whichserve the area subject to explosion hazard. If ventilated (exhaust air) with at least 6 air changes per hour, these areas are considered to be safe. In case of the failure of ventilation system a visual and audible alarm is to be given and the equipment, which is not of certified safe type (e.g. IP 55) must be automatically or manually switched off.3.3Areas on the open deck within a spherical of 3 m around the exhaust openings of ventilation ductsfrom hazardous areas.4.Choice of equipment for use in areas subject ot explosion hazardIn practice, the choice of explosion-protected equipment, taking into account explosion group and temperature class, has to be problematical.The following facts may be recalled: The ignition penetration charcteristics of gases through gaps are reflected in the explosion group, while the maximum admissible temperature of electrical equipment is reflected in this temperature class. The maximum temperature of electrical equipment must always be below te ignition temperature of the explosive gas atmosphere.Explosion group and temperature class are based on the physical properties of the substances, which may form an explosive gas atmosphere.Aa abbreviations for theexplosion group A/B/C are used and for thetemperature class T1 – T6,with the most stringent requirements being represented by explosion group C and temperature class T6.The problem is that the IMO danger classes mentioned previously cannot be directly correlated to the explosion groups and temperature classes. In particular, products of classes 1, 2, 3, 6 and 8 contain a wide range of completely different substances, which owing to their physical properties make high demands on explsion protection, i.e.•explosion group IIC•temperature class T5.Carbon disulfide, which would be required to come under temperature class T6, is not permitted to be carried below deck, and need, therefore, not be considered.Also, details relating to explosion group and temperature class are not always available or in some cases are unkwown. Examples for the groups of solid bulk are shown in attached.In the following the correct choice of explosion-protected equipment is dealt with. As in the case of the areas subject to explosion hazard of 2. to 2.3 above , a subdivision is used.4.1Explosive substances in packaged form conforming to class 1, except for goods in division 1.4,compatibility group SExplosive, dusty atmosphere: Degree of protection IP 65Maximum surface temperature 100︒C Potentially explosive, gaseous atmosphere: explosion-protection equipment inExplosion group: IIATemperature class T54.2Solid goods in bulk, which may develop dangerous dust onlyDegree of protection IP 55M aximum surface temperature 200︒Cor explosion-protected equipment inD egree of protection IP 55M aximum surface temperature T34.3Flammable liquids with a flash point below 23︒C in packaged form, flammable gases or highlydangerous bulk cargoes, which under certain conditions develop a potentially explosive gasatmosphere.Explosion group IICT emperature class T4Where all requirements of 4.1 to 4.3 have to be complied with, due to the fact that the whole range of dangerous goods is intended to be carried, the most stingent requirements will have to beapplied. The electrical equipment will then have to meet the following maximum requirements.Degree of protection IP 65Maximum surface temperature 100︒CExplosion group IICTemperature class T5These extracting requirements imply considerable costs, are in some cases difficult to put intopractice technically and need frequently due to restrictions on the kind of cargo carried not beapplied. However, if a ship is intended to carry all admissible substances without restrictions as to the danger calsses, their observance is to ensured.In practice, in many cases relaxations are possible, as transports of substances can be excluded.Some important special arrangements, for instance, are as follows:4.4If no hydrogen, no hydrogen mixtures and no cargo in bulk which may develop hydrogen undercertain conditions are carried on board ships, explosion group IIC as stipulated for explosionprotection in 4.3 above may be reduced to IIB.4.5Where in the cargo holds of container ships tranports of class 1 goods (explosion substances) andof hydrogen mixtures can be excluded, the electrical equipment has to meet the followingrequirements only:Degree of protection IP 55Explosion group IIBTemperature class T45.Choice of equipment for use in extended hazardous areasElectrical equipment chosen for use in these areas has to meet the following minimum requirements: In general, equipment in used which does not produce sparks in normal operation and thesurfaces of which do not attain inadmissible temperatures, or equipment wih simplified pressurised enclosure or vapourproof enclosure; degree of IP 55.The surface temperature must not exceed a value below the ignition temperature of the productsintended to be carried, i.e. in general a value below 135︒C (T4).Since surface temperature exceeding 135︒C occue rarely only and the equipment, such as lighting, switches, ventilator motors and distributors, in these areas meets the prescribed degree ofprotection requirements anyhow, special measures are in most cases not required.Use of explosion-protected equipment of of equipment with Ex(n) type protection is, of cource, also possible.6.Installation and operation of electrical equipmentA special provision should be mentioned here, which in practice is of partucular significance. So far, the condition of the electrical equipment has been described, which will make it suitable for operation also in the event of dangerous cargo being carried. However, dangerous cargo is by no means carried all the time. Therefore, systems are frequently installed such that part of the electrical equipment does not comply with the requirements for transports of dangerous cargo, with this equipment being operated also during normal service, i.e. when no dangerous cargo is carried, and disconnected only in the event of dangerous cargo in fact being carried.In this connection the following is to be observed:If electrical equipment is installed which is not suitable for use during tranportation of dangerouscargo, it must be disconnected and capable of being safeguarded against unautyhorizedreconnection. The disconnection device is to be located outside the hazardous area and should, for instance, include lockable switches in its design.Where electrical equipment is important for ensuring the safety of the crew, the cargo or the ships, it should not be disconnected and must comply with the requirements for use in hazardous areas.7.Special provisionsA special arrangement in the Baltic Sea area is of particular significance for a number of ro-ro vessels (cargo and passenger vessels).The carriage of dangerous goods on board ro-ro vessels operating in the Baltic Sea and of late also in the national North Sea area is subject to the “Memorandum of Understanding“ as amended in Copenhagen on 8/10 January 1992 and signed by Denmark, Finland, Sweden, Poland and the Federal Republic of Germany. The funtions arising from this memorandum in the area of the FRG have been entrusted to Germanischer Lloyd by the Federal Ministry of Transport.The reason for this special arrangement are that arrangements existed in the Baltic Sea prior to entry into force (1984) of SOLAS, Regulation 54 already and that some of the distance covered by the vessels are very short, so that rail/road traffic (RID and ADR) had to be taken into account to a large extent. Apart from detailed special provisions for passenger and cargo vessels (prohibition of certain substances) and regulations for stowage on and below deck, in closed and open holds, requirements have been laid down for explosion protection of electrical equipment, providing for at least 20 changes of air per hour during loading and unloading operations and during voyage.Simplified explosion protection of electrical equipment, as against the measures required to be taken subject to SOLAS reg. 54, owing to the frequent changes of air is conditionally possible. This measure is also referred to as primary explosion protection.In specific cases, which can not be dealt with, explosion protection of electrical equipment is required throughout the full height of the hold; in other cases it is sufficient to provide explosion protection up to a height of 45 cm, while above that height provisions are made for limited explosion protection (measures for extended hazardous areas).Explosion GroupsTemperature Classes。

第一章公共用语口述题1. Please say something about your hometown. 请评价一下你的家乡例一(简单)(1) My hometown is Dalian. Dalian is a beautiful city. 我的家乡是大连。

大连是一座美丽的城市。

It is in the Liaoning Province, facing the Bohai Sea. 它是在辽宁省,面对渤海。

There are about 5 million people in the city. 大约有500万人在城市。

(2) It is a famous tourist coastal city in China. Its climate around the year is suitable and comfortable for living. 它是著名的旅游沿海城市，整年的气候很合适,舒适对于的生活。

The sky is blue and the air is clean. There are many famous spots attracting many tourists every year. 天空是蓝色的,空气是那么清新。

有许多著名的景点每年吸引了很多游客。

(3) The specialties of Dalian is the seafood. There are many good restaurants providing delicious seafood. 大连特色是海鲜。

有很多好的餐厅提供可口的海鲜。

例二（稍难）I come from Zhoushan我来自舟山Zhoushan is a city in Zhejiang province舟山是浙江省一个城市It is a small city with a population of about 100,000. 这是一个小城市的人口大约10万It is located by the sea. It is a famous tourist city. 它坐落在海边。

国际航行船舶货物系固手册CARGO SECURING MANUAL本手册是按照《国际海上人命安全公约》、国际海事组织Msc/Circ745号通函和“货物积载和系固安全操作规则<(17)决议>”编制的。

This manual has been prepared according to the International Convention for the Safety of Life at Sea (SOLAS), the IMO Msc/circ745, the Code of Safe Practice for Cargo Stowage and Securing (IMO Resolution (17) ).序言（PREAMBLE）本手册是按照1974年《国际海上人命安全公约》、国际海事组织第Msc/Circ745号通函、国际海事组织决议(17)以及“货物积载和系固安全操作规则”编制的。

This manual has been prepared according to the International Convention for the Safety of Life at Sea , 1974（SOLAS） 1994 amendment, the IMO Msc/circ745,the Code of Safe Practice for Cargo Stowage and Securing (IMO Resolution (17) ).本手册应永久保留在船上, 以便船级社的验船师、港口国检查的官员以及其他有关人员的随时检查。

The manual shall always be kept on board and available for inspection by class surveyors , port/flag state inspectors and others to whom it may concern.如系固装置和对系固手册的要求有变化, 本手册应修订并送船级社或主管当局重新批准。

航海英语听力与会话口述题答案(第三版)(总25页)--本页仅作为文档封面，使用时请直接删除即可----内页可以根据需求调整合适字体及大小--第一章公共英语口述题1 please say something about your hometown.a)The geographical position, population, and features of your hometown.b) The environment and customs of your hometown.c) The specialties of your hometown.My hometown is Dalian City. it is a beautiful city. There is about 5 millions people living in the city. There many factories in the city Such as locomotive plant, shipyard, chemical, plant, etc. Dalian situated in the Liaodong peninsula, facing the Bohai sea. Its environment is very beautiful. Urban traffic system is very efficient and convenient. There are many grass fields everywhere. And there is little bare ground. The sky is blue and the sea is clear. Dalian is a famous tourist city. There are many famous tourist spots attracting many tourists every year.2 please say something about yourself.a)Your name,age,rank,working experiences,hobbies.b) Your daily work.c) Your spare time activities.My name is +++ . I am ++ years old. I am a chief officer.I have ten years experience on board ship. I have been a chief officer for three years. I am interested in playing football. I am not good at it. But I like to play it. I also enjoy watching football game. It makes me exciting.My daily work includes watching keeping from 0400 to 0800 hours and 1600 to 2000 hours. The management of deck department. Daily safety and sanitary inspection. Store and spare parts management. Stowage plan making and supervision of the loading and unloading process. In spare time I usually read books and listen to music.3 please say something about your family.a) Members of your family.b) Their occupations.c) Their hobbies and characteristics.My family is happy family. There are three people in my family. My wife, a love son and I. my wife is a teacher in a middle school. My son is a pupil in a primary. School. He is in grade tow class three. He is a clever boy.My wife like her work very much. In her spare time she reading books or listen to music. My son enjoy playing piano after finishing his home works4 your favorite port you have called at.a) A simple instruction of the port.b) Reasons why you like it.c) Anything special about it.There are many port in china. I have called at many of them. Dalian port is my favorite port I have called at. Dalian port is situated in the Liaodong peninsula. Facing to the Bohai sea. It is a modernized port there are many modernized port facilities. Including deep water berths and cargo loading equipments, it can accept various large and ultra large vessels. It is sure that Dalian port will become the most important port in the northeast of china. Dalian pot can accept large container vessels. It also becomes an important container port.5 please say something about your responsibilities on board.a) Your position on board.b) Your daily work on board.c) Your duties on board.I am a chief officer on board.My daily work is watch keeping from 0400 to 0800 hours and 1600 to 2000 hours. Daily inspection of safety and sanitary.I am responsible for the management of deck department, the management of the blastwater ,the management ofcargo ,Stowage of cargo ,the management of garbage etc.第二章进出港业务口述题1 say something about how to apply for radio pratique.When applying for pratique. The vessel should supply the ship’s particular and voyage briefs. Such as the name of the vessel and expected date and hour of her arrival; number of crew on board; crewmembers’ health condition and ship’s sanitary condition at present. State that ther e are no quarantinable disease has been found on the vessel. And all the crew are in good health.Some certificate relating to quarantine inspection are:(1) maritime health declaration ; crew list;(2) declaration certificate;(3) clearance from the last port;(4) international certificate of vaccination2 describe the requirement on ship’s certificates and papers which need to be carried on board.Major certificate;(1) cargo ship safety construction certificate(2) cargo ship safety equipment certificate(3) cargo ship safety radiotelegraphy certificate(4) cargo ship safety radiotelephony certificate(5) the international convention on load line, 1966 These certificates should be valid and kept on board.3 describe the shipboard customs formalities.(1) ask the captain to fill out the customs declaration form(2) check the crew list and personal effects list(3) to check the customs allowances of cigarettes and spirits(4) check the cargo documents.(5) seal ship’s boned store4 describe the shipboard immigration formalities.(1) check the crew list . the crew’s passport and the seaman’s book(2) to issue shore passes(3) check the passenger’s list and passports(4) check is there any stowaway on board5 describe the shipboard quarantine formalities(1) check the bill of health and inoculation papers(2) check the vaccination list and the yellow book(3) check the sanitary condition(4) inquire is there any epidemic in the last port of call(5) check the de-ratting certificate and rat guard mounted第三章靠离和锚泊业务口述题1 Describe the responsibilities as a watch officer while the ship is at anchor.a) Regular operations for anchor watch.b) Emergency handling in case of dragging.c) Conclusion.(1) check anchor position frequently(2) pay attention to the vessel’s surrounding and othervessel’s condition in the vicinity(3) pay attention to the weather condition(4) in case of dragging, inform the master and stand by engine, and let go the other anchor. carry out emergency measures(5) in a word, a watch officer should keep sharp look out while the ship is at anchor.2 describe the proper way of using VHF.a) How to operate VHF set proper.b) General rules of using VHF.c) Rules of using VHF Channel 16.(1) when using a VHF set, switch on the power, select channel and turn up the volume. Then you want to transmit, press the transmitting button and speak.(2) according to the rules, we should keep listening watch in channel 16 at all times.(3) avoid non-essential transmissions(4) distress calls or messages have absolute priorityover all other communication.(5) according to the rules,VHF channel 16 is only to beused for calling in cases of distress, safety andurgency.3 describe the procedure before arrived at a port.a) preparations from the bridge.b) preparations from the engine room.c) preparations from the deck.Bridge:Before arriving at a port ,the bridge shall change the auto pilot to manual steering and shall always keepVHF contact with the port radio.Engine room:For the engine room, oil shall be changed and the engine shall be put on standbyDeck:The deck department shall prepare the mooring lines.4 describe the procedure before leaving a port.a) preparations from the bridge.b) preparations fron the engine room.c) preparations from the deck.Bridge:Before leaving a port, the bridge shall turn on allthe navigational equipment, check them in order, testthe steering and the engine with the engine room, andrecord into logbook, and report to the port authorityto be ready to leave berth.Engine room:For the engine room, the engine shall be put on standby, and check equipments are in order.Deck:The deck department shall check the deck equipment inorder, and the crews at station.5 describe the procedure of pilotage.a) The general procedures for pilot request.b) The preparations for receiving the pilot.c) The general rules for pilotage.(1) apply for a pilot by agent, tell the pilot station ship’s particulars(2) preparations: before the pilot onboard , assign aofficer responsible for receiving the pilot , get thepilot ladder ready. Have a heaving line , lifebouyat the pilot ladder and put lights on night.(3) after the pilot arrives on board : hoist the flagH ,the master shall provide the pilot to the pilotand exchange the pilot information with the pilot.The pilotage is mandatory for some ports, but some are not.第四章装卸作业口述题1 describe the procedures of carrying dangerous cargo on board.a) The acquisition of information about the dangerous cargo.b) Precautions on loading and discharging.c) Maintenance during the voyage.The information of the dangerous cargo should be provide by the shipper. The information includes the followings:(1)packing, classes and UN No.(2) tons to be loaded(3) country of production and country of destination(4) notice on loading, care on board and dischargingWhen loading and discharging ,precaution should be taken.2 describe the precautions before entering an enclosedspace.a) The potential dangers in an enclosed space.b) The normal procedures.c) The important precautions.There maybe filled with dangerous gas in an enclosed space.The gas isliable to cause explosion or harmful to the personsentering it if he de nottake safety measures. The normal procedures for entering an enclosed space is first to ventilate the space and put on protective clothing and breathing apparatus.3 describe the procedure of cargo stowage .a) The acquisition of information about the cargo to becarried.b) The principles and considerations on navigation safety.c) The modification of stowage plan.First the cargo list should be available and complete.Secondly, the cargo should be properly distributed theweight of cargo on board. The chief officer should preparea proper loading plan to insure cargo are evenly loaded onboard and a proper discharging plan to insure cargo areevenly loaded on board after parts of cargo discharged.The cargo stowage plan should be modified if necessary.4 describe the action to be taken in case of an oil spillon board.a) The initial responses.b) The actions following up according to the SOREPonboard.c) The precautions to be taken.In case of an oil spill on board, actions should be taken according to the SOPEP. Sent out oil spill signals tomuster the oil clearance team to fight against the spillage.Report the spillage to the local pollution control5 describe how to ensure a proper stowage for general cargo.a) General factors to be taken into account in cargostowage.b) Special considerations for cargo stowage.(1) distribute the weight of cargo holds in proportionwith their capacities(2) select goods for each hold according to theirsepa ration requirements and the hold’s configuration(3) check the ship’s stability and strength(4) ensure the position of G below the position M for anystate of loading第五章航行口述题1.Describe the duties of watch-keeping when underway.a)General rules as to watch-keeping.b)Items to be checked and monitored at each watch.c)Special attention for bridge watch-keeping.General rules:(1) OOW should always be on the bridge and keep a properlooking at all times.(2) Regulate ship’s course , speed and supervise thesaf e navigation of the vessel . Fix the vessel’s position and plot CPA , course and speed of all closing vessel. Take actions to avoid collision.(3) Obey all written and spoken orders of the master and standing orders.(4) OOW must immediately call the master at any time the vessel appears to be standing into danger and in various other situations.The following items should be checked and monitored:Steaming plan; required course, speed and way points; ship’s present position; course to steered; track to be made good; potential hazards to navigation.Special attention should be paid to the low visibility procedure, safety of the vessel and pollution prevention.2.Describe the bridge shift change.a) The conditions which must be satisfied before takingover a bridge watch.b) The procedures for shift change.c) Special attention for shift change.taking over a bridge watch, the relieving office should become familiar with the navigational situation. It includes:(1)The operational condition of all navigational andsafety equipment;(2)Errors of gyro and magnetic compasses;(3)The movement of vessels in the vicinity;(4)Conditions and hazards likely to be encounteredduring the watch ;(5)The possible effects of heel, trim, water densityand squat on under-keel clearance.The relieving officer had personally satisfied himself regarding:(1)Standing orders and other special instructionsrelating to the navigation of the vessel;(2)The position, course, speed and draft of the vessel;(3)Prevailing and predicted tides, currents, weather,visibility and the effect of these factors uponcourse and speed.watch officer must relieve the watch on time,reporting to the bridge early enough. The relieving officer must confirm the ship’s present position and review pertinent charts and publication; discuss the navigational situation with the officer on watch.at the time the officer of the watch is to be relieved, a maneuver of other action to avoid any hazard is taking place, the relief of the officer should be deferred until such action is completed.The officer of the watch should not hand over the watch to the relieving officer if he has any reason to believethat the latter is under any disability which wouldpreclude him from carrying out his duties effectively.3.Describe the differences between navigating in anarrow channel and in a traffic separation scheme.a)The rules in navigating in a narrow channel.b)The rules in navigating in a traffic separationscheme.c)The major differences in terms of technicalnavigation.The rules navigating in a narrow channel:(1) Keeping as near to the outer limit of the channelwhich lies on her starboard side as safe andpracticable.(2) Overtaking can take place only if the vessel to beovertaken has to take action to permit safe passing.(3) Vessel nearing a bend or an area of a narrowchannel shall navigate with particular alertnessand caution and sound appropriate signal.(4) Any vessel should, if the circumstances of thecase admit, avoid anchoring in a narrow channel.The rules navigating in a traffic separation scheme:(1) Vessel using a TSS shall proceed in theappropriate traffic lane in the general directionof traffic flow for that lane.(2) So far as practicable keep clear of a trafficseparation line or separation zone.(3) Normally join or leave a traffic lane at thetermination of the lane, but when joining orleaving from either side shall do so at as small anangle to the general direction of traffic flow aspracticable.(4) A vessel shall so far as practicable avoidcrossing traffic lane but if obliged to do so shallcross on a heading as nearly as practicable atright angles to general direction of traffic flow.(5) A vessel shall so far as practicable avoidanchoring in a TSS or in areas near itsterminations.The rules of TSS is adopted by IMO and recommended toall vessels and does not relieve any vessel of her obligation under any other rules.4.Describe advantages of various tools or technologies for proper lookout.a)The features of radar observation.b)The advantages of visual lookout.c)The correct uses of various tools for technologies. Radar is an aid to navigation. It presents only an instantaneous status with limit ability to record historically past status. It cannot predict anything, especially the maneuvering intent of targets being displayed. There are some limitations of radar since its accuracy is depended on many factors.Visual lookout has the advantages of real and accuracy.Under good visibility conditions, visual lookout can get the maneuvering intent of other vessel.Every vessel shall at all times maintain a properlookout by sight, hearing, radar as well as by allavailable means.5.Describe the preparations to be done by the deckdepartment prior to arrival.a)General introductions of the responsibilities of DeckDepartment in pre-arrival situation.b)Preparations to be done prior to arrival.Prior to arrival, the responsibilities of the deckdepartment is to getready all preparations for entering the port, preparation for port entry, customs, quarantine, immigration inspection formality, preparations for loading or unloading.Preparation to be done:(1) ETA sent to pilot station and agent, complete thepilot card.(2) get the port information.(3) prepare large-scale charts.(4) get flag and light signals ready.(5) test the navigation equipment and deck equipment,test the steering gear, manual gearing , standbyengine ,prepare the mooring line, etc .第六章修船与船体保养口述题1 describe the formalities before ca rrying out a ship’srepair.a) The necessity of carrying out a ship’s repair.b) The formalities before a ship’s repair begins.c) Special attention paid to the repair.After definite time of sailing, the ship hull, equipments may be rusted, worn out, and defects appeared. These mayaffect the ship’s function, efficiency and safety. So it is required to carry out ship’s repair. During the repair time, special attention should be given to fire protection and safety.2 describe the procedures of carrying out hull maintenance.a) The preparations before carrying out hull maintenance.b) The contents of hull maintenance.Preparation:(1) determine the items to be repair and write up repairlist(2) get the repair materials ready for cleaning, de-rusting and paintingContents:(1) the bottom are to be cleaned with high pressure freshwater(2) the rust area to be sand-blasted and patched with towcoats of bottom ,Primer on the bare metal surface(3) then paint the whole area tow times(4) part of the stern to be applied with anti-galvanicpaint3 describe the procedures of carrying out an overhaul fornavigation aid.a) The necessity of carrying out overhaul of navigationaids.b) The contents of the overhaul.c) The cautions to be taken.(1) the clearance of rudder bearings to be measured andrecord to be hand over to chief officer(2) the anchor and chains to be sand-blasted and appliedtwo coats of bituminous solution(3) the radar should be overhauled by technician(4) prepare the manual or instructional book ofnavigation aids for reference4 describe the procedures of carrying out the maintenance of riggings.a) The preparations before carrying out he maintenance of riggings.b) The contents of the maintenance of riggings.c) The cautions to be taken while carrying out the maintenance.(1) determine the items to be maintained(2) get the maintenance materials ready, such as tools, grease, etc(3) the turning accessories of the riggings to be dismantled, examined, cleaned, greased, repaired if necessary.Pay attention to the safety and maintenance quality.第七章事故处理口述题1.Describe the procedure in handling fire on board.a)The alarms.b)The measures taken after the fire has beenextinguished.c)Your position and functions during fire-fighting.If you detect a fire act immediately as follows:(1) Call out “fire”.(2) Operate the nearest fire alarm, give seven short blasts and one prolonged blast with ship´s whistle and alarm system.(3) Inform a member of the crew.(4) Telephone the navigational bridge.After the fire has been extinguished, rope off the fire area and post a fire watch and check the fire area at intervals to prevent the fire re-ignition.2.Describe the emergency procedures in handling ship-borneoil pollutiona)The alarms.b)Typical and detailed procedures.c)Your position and functions during fire-fighting. When oil spilling occurs, the found shall report to master or other officers immediately, then send out oilspill alarms ,one short, two prolonged and one short blast, to muster the crew to fight against the spillage, and next:(1) Determine the source of spillage and how much is spilled.(2) Determine the method to treat spill.(3) Treat spill.(4) Stand by oil clearance team.(5) All crew assist to remove the spill.(6) Inform the pollution control.I go to my position listed on the muster list to fight the oil pollution as per the duty listed in the muster list. briefly one of the case that you experienced or heard asto collision, fire, flooding or grounding.a) The brief introduction to the story.b) Your comments on the successes of the measures.c) Your comments on the improperness of the measures.At 1630 on November 24,1999, a ro-ro passenger ship Dashun was on fire on the spot 10 n miles to the northeast of Kong tong Island during her sailing from Yantai to Dalian.Although did their best to put out the fire, Dashun capsized still near the bank at 2350 hours.The master turned the around during the sailing, attempting to seek shelter in Yantai which made it proceed with wind and wave abeam.17 vessels were sent to rescue after the distress happened. However, all the actions were of littleefficiency due to the heavy weather.In my opinion, wrong decisions and misconducts made by the master should be the uppermost cause to the distress.This maritime casualty was very serious and caused by human being.the procedure in re-floating ship aground.a) The different situations of being aground.b) The measures taken to refloat the ship aground.c) Special attention that should be paid to refloating the ship.In order to re-float a vessel aground:(1) First determine what part of the vessel is aground.(2) Take over-side soundings.(3) Prepare for de-ballasting or shifting of ballast to re-float the vessel.(4) Re-arrange the cargo on board to re-float the vessel.(5) Try to jettison some cargo to re-float the vessel.(6) Obtain tidal and weather information to take the ride of tides.(7) Prepare for salvage operations, require the tug assistance.the procedures in handling cargo damage.a) Descriptions on different cargo damages.b) The general procedures for handling cargo damages.c) Special attention to be paid to the handling of damages.This kind of cargo damage results from careless or improper handling during loading and discharging process. For example, careless winch operation, the use of cargo hooks, crushing against ship´s sides, dragging cargo or dropping package.The general procedures for handling cargo damage is to leave all the damaged cargo on one side, investigate the cause of damage. If the damage is caused by the stevedores, it should confirmed by the foreman or the stevedore company.第八章消防与船员自救口述题1.Describe fire precautions on board.a)Fire protection equipment to be checked.b)Procedures of a fire drill.c)Summary.①Every month ,fire protection equipment should bechecked , such as fire hoses, fire exextinguishers, fire man outfits, fire detectors, breathing apparatus etc.②Fire drill should be carried out every month in cargoship .③When listen the fire signals, all members should proceedto the appointed station, according to their task, and put out the fire.④In daily life, crews should never smoke in bed. becareful to extinguish cigarettes completely. Put used cigarette in a container provided. Never smoke on deck except in areas labeled as smoking areas. The use ofnaked light and open fire is strictly prohibited.Always remember that fire is the greatest hazard aboard ship.2.Describe damage control on board.a)Equipment to be checked.b)Damage control activities.c)Summary.Clarify the situation of damage.Muster damage control team and sent it to the scene.①Damage control equipments should be checked and readyfor use.②Damage control materials should be get ready for use.Post damage control watch.③Damage control team should carry out damage controldrill activities.④Always remember damage control very important on board.3.Describe the measures taken on board if aground.a)Particulars to be clarified.b)Actions to be taken in different situations.c)Summary.①First establish what part of the vessel is aground.②Take over-side soundings. Take actions to re-float thevessel according to different situations:De-ballasting or shifting of ballast.Re-arrange the cargo on board.Try to jettison some cargo.Waiting for tide to rise or weather to improve or draft decreases.The damage control team fights against the flooding.4.Describe the measures taken on board if on fire.a)Particulars to be clarified.b)Actions to be taken in different situations.c)Summary.Send out fire alarm.Send out MAYDAY message and ask for assistances.Start fire fighting.Send fire-fighting team to scene.Close all openings and switch off all ventilators.Extinguish the fire with the fire-fighting systems and equipments, for example:(1) Fixed gas fire extinguishing system;(2) Fixed foam fire extinguishing system;(3) Portable fire extinguishers;(4) Sprinkler system.Maneuver the vessel and turn the fire area of the vessel the leeward.Post fire watch and rope off the fire area.Check the fire area for re-ignition.第九章救助口述题the procedures of search and rescue operations.a) The ways to transmit distress alerts.b) The procedures for emergency responding.c) The patterns of search and the ways to implement a SAR mission.①The distress alert is transmitted with VHF.②After receiving the distress alert, the vessel should acknowledge the message and proceed to the distressposition and give assistance.③The On-Scene Coordinator will decide the search pattern initial course and speed.④The search pattern may be:Square searchingSector searchingParallel searchingAircraft searchingresponses when a person falls overboard.a) The responses of the officer on watch.b) The ship manoeuvres available to man overboard responding.c) Attention to be paid in such operation.①Call out “Man overboard”, throw a lifebuoy overboard, record the MOB positon and inform the master.②The officer on watch should order full rudder towards the side of the man falls and stop engine immediately .③ hoist flag O.④ pay attention to keep your eyes on the man in the water.⑤ prepare for lowering the rescue boat .3.Describe briefly the GMDSS.a)Main objectives of GMDSS.b)The components of GMDSS.c)Main functions of GMDSS.①GMDSS is a ship-to-shore, shore-to-ship, ship-to-ship system, it’s an integrated communications system usingsatellite and terrestrial radio-communications to ensure that no matter where a ship is in distress, aid can be dispatched and that more lives can be saved at sea.②GMDSS requirements depends on the sea area of the ship navigating, GMDSS is required to be equipped withEPIRB ,SART, and NAVTEX receivers and so on.③the main fuctions of GMDSS are alerting andtransmitting and receiving communications, such as SAR.4.Describe briefly the DSC distress alert.a)The function of DSC.b)The format of a distress alert.c)Summary.① DSC is apart of GMDSS, it’s used for transmitting distress alert form own ship, and relay distress from the other ship or coast station .②The DSC alert format are as follows:distress :ship’s MMSI:nature of distress:distress co-ordinates:time:type of subsequent communication:第十章遇险口述题1.Send a Mayday message according to the giveninformation:Ship name: Blue WhaleCall sign: WXCPPosition: 47°04′N, 50°08′WNature of distress suffered: being on fire after explosion in the engine roomAssistance required: fire-fighting assistanceMAYDAY, MAYDAY, MAYDAY. This is Blue Whale. Whiskey X-ran Charlie Papa. I had an explosion. I am on fire in the。

航次租船合同范本中英租船合同编号（Charter Party Number）:[具体编号]签订日期（Date of Signing）:[具体日期]签订地点（Place of Signing）:[具体地点]出租人（Owner）:[出租人的详细信息，包括名称、地址、联系方式等]承租人（Charterer）:[承租人的详细信息，包括名称、地址、联系方式等]船舶规范（Vessel's Particulars）:1. 船名（Vessel's Name）：[船名]2. 船旗国（Flag）：[船旗国]3. 建造年份（Year of Build）：[建造年份]4. 船舶总吨（Gross Tonnage）：[总吨数]5. 净吨（Net Tonnage）：[净吨数]6. 载重吨（Deadweight）：[载重吨数]7. 船舶长度（Length Overall）：[长度]8. 船舶宽度（Breadth）：[宽度]9. 吃水（Draft）：[吃水深度]10. 主机型号及功率（Mn Engine Type and Power）：[主机型号及功率] 货物（Cargo）:1. 货物名称（Cargo Name）：[货物名称]2. 货物数量（Quantity of Cargo）：[货物数量]3. 货物包装（Cargo Packing）：[货物包装方式]4. 货物积载因数（Stowage Factor）：[积载因数]装货港和卸货港（Loading and Discharging Ports）:1. 装货港（Loading Port）：[装货港名称]2. 卸货港（Discharging Port）：[卸货港名称]受载期和解约日（Laycan and Cancellation Date）:1. 受载期（Laycan）：从[开始日期]至[结束日期]。

2. 解约日（Cancellation Date）：如果船舶未能在受载期内抵达装货港，承租人有权在[解约日具体日期]前解除本合同。

Chapter 3口述1. Describe the responsibilities as a watch officer while the ship is at anchorA.While at anchor, the watch officer must check anchor frequently and keep a sharp lookout for other vessels’position relative to his in the vicinity, and use radar during low visibility condition to determine if the ship is dragging anchor.B. If dragging, alert everyone and act. The emergency actions include the following:1. Turn on the radar, the GPS and VHF channel 16, theelectronics (depth sounder, wind instruments, and boat speed indicator).2. Check ground tackle.3.Get some fenders ready for use.4. Standby engine.5. Steer out of anchorage, if necessary.C.The watch officer must keep close anchor watch,particularly in bad weather situations or at the periods of maximum current.2. Describe the proper way of using VHFA.First you will pick up the receiver, set the calling channel, press the button on the receiver handle and speak. If the channel is not chosen when VHF is turned on, it will automatically turn to channel 16.B.VHF should be used correctly and properly, and according to the Radio Regulations the following should be avoided:1)Non-essential transmissions.2)Transmitting without correct identification.3)Use of offensive language etc.C..You must remember that Channel 16 is publicly used for calling by all the relative parties. If there is an emergency, all other uses of channel 16 must stop. Before calling on channel 16 you should make a careful check that no Mayday emergency exists.3. Describe the procedures before arrival at a port.Before arrival at a port, every department should do the preparatory work for entering port.A.For the bridge, relative persons must be arranged to check and test the navigation equipment, emergency equipment, anchor and steering gear etc. Autopilot should be changed to manual pilot, and a listening watch should kept on VHF channel 16.B.For the engine room, everything must also be well prepared for standing by engine.C.The deck crewmembers should stand by anchor, get all necessary lines ready for berthing, get ready for the pilot ladder and life buoy for the pilot’s safe embarkation and hoist the flags and signals as required.4. Describe the procedures before leaving a portA.Before leaving a port, the duty officer, together with the duty engineer, should check the ship’s bell and test the steering gear, and make entry in the logbook. Test and switch on the navigation equipment such as radar, GPS VHF, etc..B. For the engine room, stand by engine, then inform the bridge.C.The relative crewmember on deck should get the gangway in position and secure it properly and geteverything ready for leaving the port.5. Describe the procedures of pilotageA.Before arrival at a port, you should contact the pilot station directly or through your agent in advance, making sure about the embarking time and embarkation place of the pilot.B.You should prepare the pilot ladder or gangway and take some safety measures. Get the throwing line and life buoy ready and put them beside the pilot ladder, and ensure to have sufficient lights at nightC. When the pilot arrives at the boarding place, you will make a lee side for the pilot boat. The duty officer should wait for receiving the pilot on board. The captain should tell the ship’s particulars to the pilot.Chapter 4口述题1.Describe the procedures of carrying dangerous cargo on board.No person may offer or accept dangerous goods for transport unless those goods are properly classified, packed, marked, labeled, described and certified on atransport document. A.Generally, the following information must be provided for the carrier: the cargo’s technical name, packing, classes, UN No., tons to be loaded, stowage factor, country of production, country of destination, notices on loading, cautions to be paid when loading and discharging, etc.B.During the voyage, we should keep them far away from the living area and the engine room and keep them well ventilated. C.We should also give them all the immediate treatment if leakage is found.2.Describe the precautions before entering an enclosed space.A.The enclosed area may be lack of oxygen or contains toxic gases, people into it may be faced risk of being smothered.B.The following factors should be taken into consideration before we enter an enclosed space: 1) first of all, open all the relevant doors for sufficient and effective ventilation. 2) Secondly, take enough light appliances. 3) When entered, arrange enough hands standby for assistance and the chief office should be onthe spot if necessary. C.Put on the breathing apparatus in case there is any toxic gas inside.3．Describe the procedures of cargo stowage.Cargo stowage is the most important factor to ensure the safety of the ship and cargo. One of the most important responsibilities of the chief officer is to ensure the cargo being properly loaded and stowed. A.Before loading, the chief officer should acquire necessary information on the nature, mass and stowage factor of the individual cargo. Where large items of cargoes are concerned, information on the dimensions of the cargo is required. B. The chief officer will use this information to make out the cargo plan to ensure adequate stability at all stages of the voyage. The cargo plan mustensure the cargoes are stowed properly to prevent list and trim. C. During cargo stowing process, if the crew or stevedores find anything improper in the stowage plan, it should be modified in time.4. Describe the actions to be taken in case of an oil spill on board.The following measures shall be taken in case of oil spill on board: A. First of all, all the relevant operations shall be stopped immediately. 2) Secondly, report to the bridge and sound the oil spill alarm. B.All the crew members should reach the spot with the appropriate tools and materials and get rid of the oil spill according to their respective duties. C. If oil spill causes the pollution to the nearby waters, lifeboats should be launched and oil clearance operation shall be done by the seamen. Meanwhile, the harbor authorities concerned should be informed for necessary assistance.5. Describe how to ensure a proper stowage for general cargo.A.Cargo stowage is the most important factor to ensure the safety of the ship and cargo.One of the most important responsibilities of the first mate is to make sure that cargo will be properly loaded and stowed. Before loading the cargo to be carried, the chief officer should acquire necessary information on the nature, mass and stowage factor of the individual cargo. The chief officer will use this information to make out the cargo plan in order tomake sure adequate stability at all stages of the voyage. The stevedoresshould load and stow cargo in accordance withthe stowage plan prepared by the chief officer.B. In addition to what is mentioned above, general cargo should be carefully stowed in case any space lost and all the cargo should be secured properly to prevent cargo shifting during the voyage.Chapter 5口述题1. Describe the duties of watch-keeping when underway.The officer in charge of the navigational watch shall:A.1) keep the watch on the bridge.2)n no circumstances leave the bridge until properly relieved3) continue to be responsible for the safe navigation of the ship, despite the presence of the master on the bridge, until informed specifically that the master has assumed that responsibility and this is mutually understood. 4) notify the master when in any doubt as to what action to take in the interest of safety.B.During the watch the course steered, position and speedshall be checked at sufficiently frequentintervals, using any available navigational aids necessary, to ensure that the ship follows the planed course.C.The officeronwatch shall have full knowledge of the safety and navigational equipment on board and make effective use of them. A proper lookout and security watch shall be kept and a record shall be maintained.2. Describe the bridge shift change.A.Theofficeron watch shall not hand over the watch to the relievingofficer if there is reason to believe that the latter is not capable of carrying out the watch-keeping duties effectively, in which case the master shall be notified; the relievedofficer shall ensure the relievingofficeris fully capable of performing the duty, particularly as regards theiradjustment to night vision; the reliving officer shall not take over the watch until his vision is fully adjusted to the light condition.B.Prior to taking over the watch relievingofficers shall satisfythemselves as to the ship’s estimated or true position and confirm its intended track, course and speed, and UMS controls as appropriate and shall note anydangers to navigation expected to be encountered during their watch.C.If at any time the officer in charge of bridge watch is to be relieved when a manoeuvre or other action to avoid any hazard is taking place, the relief of that officer shall be deferred until such action has been completed.3. Describe the differences betweennavigating in a narrow channel and in a trafficseparation scheme. A.A vessel proceeding along the course of a narrow channel shall keep as near to the outer limit of the channel which lies on her starboard side as is safe and practicable.B.A vessel using a traffic separation scheme shall proceed in the appropriate traffic lane in the general direction of traffic flow for that lane and so far as practicable keep clear of a traffic separation line or separation zone.C.Navigating in narrow channel requires great skill. Since it might be crowded with heavy traffic, a sharp look-out shall always be kept. Before entering the narrow channel, duty officer shall familiarize themselves byconsulting relevant sailing directions and other nautical publications.In all while navigating in traffic separation scheme, we have to proceed in the proper lane, because the traffic lane is adopted by IMO and is compulsory for vessel to proceed.4. Describe advantages of various tools or technologies for proper lookout.A.If radar is fitted and operational, we can obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects. Though it is very efficient, it does have such limitations as: 1) the constraints imposed by the radar range scale in use; 2) the possibility that small vessels, ice and other floating objects may not be detected; 3) the effect on radar of sea state, weather and other sources of interference, etc.B. The visual lookout has the following advantages: It is reliable and sensitive to color. It is easy to assess heading and identify small targets. The visual lookout is able to see light configurations, figure out types of ship, identifyflashing lights, see changing weather patterns, and see effect of sea on vessel…etc.C.The working of Radar or other apparatus does not relieve the watch officers of his duty to maintain a proper lookout at all time. Mariners cannot depend on machines too much. Lookout (bridge watch) is always very important, especially in some passages, inside the port and in some dangerous areas. Delayed actions will possibly give rise to big accidents.5. Describe the preparations to be done by the Deck Department prior to arrival.A. Prior to arrival, the deck department shall check and test all navigation aids, windlass and winches. Together with engine department test the emergency steering gear and main engine. Make everything ready for cargo handling. Prepare signal lights and national flags as local authority registered.B.Deck department shall prepare hawsers for mooring and pilot ladder for pilot embarkation. Get ready for the joint inspection from the immigration, the Customs and the quarantineoffice.Chapter6口述题1. Describe the formalities before carrying out a ship’s repairA.Carrying out the ship’s repair is to ensure the safetyof equipment and ship itself to avoid accidents andimprove the ship’s productivity.B.Before the ship repair begins, various formalitiesmust be completed such as pipe plan, generalarrangement plan, capacity plan, and ship’sdrawing, etc. And the items to be repaired must bedetermined and ships documents concerned must begot ready.C.During and after the repair, special attention mustbe paid to the quality of all the repaired items to seewhether they are up to the required standards.2. Describe the procedures of hull maintenance.The hull is to be maintained according to the annual maintenance plan in the company as per the ISM Code. It’s veryimportant to safeguard the safety of navigation.A.The person concerned is to inspect the extent of corrosion and makes decision in choosing the proper tools fordifferent deficiencies and measures to be taken. Besides, person in charge of the maintenance is to be appointed.B.The rusty part must be sandblasted, painted, cut and welded, if necessary, mostly over the shell plate above thewater.C.Cautions shall be taken when carrying out the hull maintenance, e.g. putting on life jackets, helmet and other safety measures for outboard operation. Finally, remember to enter relevant records.3. Describe the procedures of an overhaul for navigational aids.A.Navigational aids are critical in safeguarding the life and property at sea, which should be inspected or overhauled periodically.B.Generally, radar, VHF, GPS, GMDSS, echo sounder, etc. are to be checked and overhauled whenevernecessary by qualified technicians.C. When undergoing the overhaul, the technician should be assisted by a crewmember and the procedure must strictly comply with the Manual and the notice of the aids being overhauled is to be posted.4. Describe the procedures of carrying out the maintenance of riggings.A.Before the rigging maintenance, count and check allthe riggings and arrange them out on deck. Get the tools ready accordingly.B.Grease, measure, derust, clean or renew the riggingsif necessary. Upon completion of maintenance put them in place and test after reassembling and replacing them well. Records are to be kept as well.C. Protective work is to be done, such as putting on thegloves, protective suits, helmet, goggles, etc.Chapter7口述题：1．Describe the procedures in handling fire on board. The procedures in handling fire on board are as follows:A.1) Report to the bridge about the fire and the bridge willsound the alarm 2) All the crew should muster at their stations. 3) Cut off the oil supply and the power, close/secure all the ventilation and outlets, and separate the inflammable materials.4) Firemen should detect the source of the fire. If the fire takes place in the engine room, evacuate the engine room first, then release CO2 firefighting system. B.After extinguishing the fire, fully ventilate the site and send out the watchman. 7) If the fire takes place in the cargo holds, all the holds concerned can not be opened until the vessel gets alongside.C.I’m a member of …, my duty is …2. Describe the emergency procedures in handling ship-borne oil pollution.The emergency procedures in handling ship-borne oil pollution are as follows:A.1)、2）和3）与上题一样.B. 1) The crew should be divided into four groups. Group one is for communication and commanding. Group two is to collect the oil spillage. Group three is in charge of the engine room. Group four is responsible for the rescue. 2) Cut off the oil supply, and the captain needs to report according to SOPEP to theauthorities concerned. 3) Try to repair the leakage fracture/crack. 7) Plug the scuppers and use saw dust or sponge or other oil pollution preventing means to collect the oil. If necessary, the 3rd officer should get the lifeboat ready.C. I’m a member of Group Two. My duty is to collect the oil spillage.3. Describe briefly one of the cases that you have experienced or heard of as to collision,fire, flooding, or grounding.可参考第一题组织回答4. Describe the procedures in re-floating ship aground.A. The vessel may be aground full length, with the bow in or stern in…ect.B. 1) Wait for the high water torefloat her if the vessel is aground full length.2) Rearrange/adjust the ballast and bunker or deballast, if the vessel takes aground with the bow in, transfer the cargo afterwards, and vice versa. 3) reverse engine. 4) If you cannot refloat the ship by your own means, ask for the assistance from tugs or jettison the cargo.C.Special attention should be paid to refloat the ship, for instance, to make sure whether there is any leakage, if any, take some blocking measures. Whiletaking measures you should report the grounding to the authority concerned and ship owner, and make entries in detail in log book as well.5. Describe the procedures in handling cargo damage.A.During cargo handling operation, cargo damage often happens, such as bagged cargo holed by hooks, case smashed, barrel deformed etc. In most cases, these damages are caused by stevedores.B. 1) If cargo damage is found in holds, Chief officer will have the damaged cargo put aside and calculate the quantity or the weight of it in bag or in bulk , and then the Chief office will take up matter with the parties concerned. 2) If any disputes arise from the figures or quantities of damaged cargo, Chief officer will ask the agent to arrange with a cargo surveyor and the tallyman to check up the damage together, and find out the causes of the damage and decide who will take responsibility of it. 3) In case that the damage is caused by the improper loading, the chief officer will put a remark into the mate’s receipt, and the st evedoring company should be held responsible for it; 4) if it is caused by inadequate packing of the cargo, Chief Officerwill also put a remark in the Mate’s Receipt. In this case, the shipper will be responsible for the damage. C.If the cargo damage is caused by other reasons, Chief Officer will report to ship-owner, waiting for further instructions.Chapter 8口述题1.Describe fire precautions on board.A.Fire protection equipment on board are usually as follow: fire mains, extinguishers, fire detectors, fire alarms, fire doors, firemen’s outfit and the communication equipment etc. They should be checked and maintained regularly.Smoking is restricted. Preventive measures should be taken when working with naked fire.B.According to the SOLAS, the fire-fighting drill should be carried out once a month under the command of master. C/O is in charge of it on the spot. If the engine room is on fire, the chief engineer is the spot commander. The procedures of a fire drill are: Sound the alarm. All the crew members at their station within 2 minutes. Carry out fire fighting. After that, the spot commander reports to the master. At the end of the drill, the master will make somecomments on the drill.2/O will make some entries in the logbook accordingly.C.The purpose of the fire drill is to check the crew’s responses, ability and skills for fighting against fires.2. Describe damage control on board.A. The crew should check, at regular intervals, the repairing equipment, devices and materials, such as collision mat, pumps, fenders, etc. Whenever there were any deficiencies, the crew should rectify or renew them.B.Damage control should be taken orderly. For example, if the ship had a collision resulting in flooding, the captain should inform the engine room to stop the engine and order the fighting team to detect the leak spot, ascertain the extent, and then do blocking with collision mats.Sometimes, if in the harbor and necessary,ask the assistance of divers. Pump out the flooding as well.If the leakage was out of control, the captain should inform the authority concernedfor assistance and report to the ship owner and prepare the abandoning procedures.C.When the ship is under control, reduce her speed and keep sharp lookout, and entries shall be made in thelogbook.3.Describe the measures taken on board if aground.A. When aground, 1) First, sound the depth of water around the ship, and locate the part aground, then sound relative tanks to confirm whether there is any leakage, if any, take some blocking measures accordingly.B.If the ship is aground full length, wait for tide rising to refloat her ; If aground with bow in, transfer the cargo or bunker or ballast water afterwards, and vice versa. 4) If shestill ca n’t refloat by the above measures, ask for tug assistance or jettison some cargoes.C.While taking measures, report the grounding to the authority concerned and ship owner, and make entries in detail in logbook as well.4. Describe the measures to be taken on board if on fire.If there is a fire on board(see chapter 7 No.1)Chapter 91. Describe the procedures of search and rescue operations.A.There are several ways for vessel in distress to transmit distress alerts. The vessel in distress may transmit distressalerts by radio equipments or through INMARSAT A or C, or by EPIRB.B.When receiving a distress alert from other vessel, my vessel should do like the following:① Transmit message of acknowledgement and Mayday relay.② Advise the vessel in distress of the intent of my vessel.③Keep a listening watch on communication frequency VHF channel 16.④ Maintain a proper lookout by sight and hearing as well as by all other available means appropriate to the prevailing circumstances.C.Generally speaking, there are four patterns of search. They are: expanding square search, sector search, parallel search and ship/aircraft coordinated search.Which pattern should be chosen depends on the situation.2. Describe the responses when a person falls overboard.A.When anybody on board is found overboard, the officer on board should take effective measures to try tosave the man overboard. Sound the alarm, stop engine andsteer hard helm to the same side on which the man falls overboard, arrange for someone to keep the man overboard in sight, notify the master and stand by engine.B. The rescue ship should take maneuverings like: single turning, double turning, Williamson turning or Scharnow turning.C.During the above operation, pay attention to the following:The single or double turning can be taken when the man overboard is found at early time and is kept in sight. Williamson turning may be carried out on condition that the man overboard is found timely and is not clearly in sight.Scharnow turning can be used when the man overboard is lost at sea.3. Describe briefly the GMDSS.A. GMDSS is the short form for Global Maritime Distress and Safety System. Its main objectives are: To satisfy the need of search and rescue andto satisfy the need of communication at sea.B.GMDSS includes NAVTEX, EPIRB, DSC, NBDP,INMARSAT A, B, C, F and other equipment.C.The main function of GMDSS is to provide emergency and safety communication and to broadcast safety information at sea.4. Describe briefly the DSC distress alert.A. DSC is short form of digital selective calling, used to carry out distress alert and distress watch. It takes the place of the function of 500 KHZ and 2182 KHZ distress alert and distress watch and increases the possibility of distress alert being received successfully.B.The DSC equipment is equipped with VHF CH70, DSC watching machine and MF/HF according to vessel’s sailing area. The DSC watching machine is keeping a 24 hours watch.C. The DSC distress alert can carry out distress alert from ship to ship, ship to shore and shore to ship at any sea area.Chapter 10口述题1-4 参考短文部分, see book’s listening passages5. A.Before entering the lifeboat, you should check the condition of it and you should make sure the lifeboat is ingood working order. Then detach the hook of boat, the lashing rope, release the rope. Take off the brake on davit, operate the davit. Lower embarkation ladders, check the crew member’s life jackets, take care of the embarking action. B.All crew members go down to the boat one by one. Operate the remote control rope in boat and release the brake and remote control rope when the boat is lowered to water surface. C.Operate the handle of automatic disengaging gear in boat, detach the rope from the boat. Start the boat engine, drive the boat from the ship quickly. You should check the boat’s surrounding and the position of the boat.Operation for liferaft:A.Release the disengaging gear of hydrostatic release unit. Manage the raft davit if any in launching condition. Launch the raft, pull the inflating line to open the gas cylinder valve, then the liferaft is inflated automatically.Re-right the raft.B.Lower embarkation ladders, check the crew member’s life jackets, take care of the embarking action. Untie the painter, drive the raft from the ship. Cast sea anchor to control the speed ofdrifting raft. C.Pay special attention to raft’s surroundings and position.6.When the emergency signals are sounded, all crew members have to go to their assembly station.A. Items to be taken: water, food, axes, and other necessary equipment. B.Put on your lifejackets and check the life jacket fittings and belongings. C.Start the davit motor. Ready for lowering the boat. Detach the fore(aft) side hook. Take off the fore(aft) boat nest. In boat, control the fore(aft) fall. Send out fore(aft)rope and guy, Detach the fore(aft) hook.. take the life buoy to the boat, put on boat plug and get ready the fender and the buoy. Make fast the for (aft) rope, lay out the embarkation ladder. All crew members go down to the boat one by one.Chapter 11口述题1. Please say something about PortState Control.The PSC inspectors may come on board a vessel unexpectedly when berthed. A. The boarding party for the inspection is usually made up of 2or 3 officers. The order of the inspection is usually as below: various certificatesof the ship, charts and nautical publications, navigation equipment, life-saving and fire-fighting equipment, and so on.B.If any deficiencies are found, the master shall make great efforts to rectify all the deficienc ies before ship’s departure and improve the ship’s condition in case of being detained. C.Person concerned should cooperate well with the PSCOs and answer them clearly.2. Please describe the preparatory work or the daily maintenance work to do before a PSC inspection.A.I am a third officer and I’m responsible for fire-fighting and life-saving equipments.Everyday I…B. Before PSC inspection, all crew members should make preparatory work for their own duty, e.g. … and carry out the drills at regular intervals to improve their capability in fire fighting and life saving.C.Some successful experience( last voyage when we are in Hangkong I prepared everything well and make good maintenance for the equipment I am in charging of and passed through the PSC inspection satisfactorily)3. Please tell a story of your success in passing through PSC inspection:A.Before coming on board, the PSCO will usually check the vessel’s outside appearance and know something about the vessel’s maintenance, personnel on duty, etc. and thus have an impression of the vessel. During the inspection of the vessel’s certificates, documents or during the process of inquiring the crew, the PSCO will try to find any evident proof that anybody on board is not familiar with ship’ s safety and pollution prevention. If there is any, the PSCO will have a much more detailed inspection.B. We do according to …C.On my last voyage, in order to pass through the PSC inspection successfully, first of all, we tried to keep the vessel well maintained at all time. Secondly, before the arrival at a port, we prepared for the inspection carefully and got all the things needed ready for inspection. Every crew member got familiar with their own duty and liability. Thirdly, when the PSCO coming on board, every one on board was polite and talked with the PSCO fluently.By this way, we passed through the PSC inspection。