新增航海英语阅读理解32篇.doc

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One lifeboat was successfully launched and as it was being recovered, the winch hoisting it failed. The lifeboat was still connected to the falls and it dropped back into the sea.To investigate what had happened, the crew had to wind the falls back onto the winch drum. The lifeboat was disconnected while the crew tried to restart the winch. They were unsuccessful because of a fault on the hand crank cutout switch.The crew then attempted to wind the falls back on using the hand crank, but because of the time and effort involved, the cutout switch was bypassed and power restored to speed up the operation. The crank handle was left in place.The winch was started. It began to turn and so too did the handle which hit one of the crew over the head. The investigation found that the winch failed in the first place because the oil used in the winch gearbox was not one recommended. It was too viscose and would have prevented the coupling locking mechanism from operating correctly. 017 It was the fault on the _ that caused the failure to recover the lift boatA. crank handle B. hand crank cutout switch C. power system D. falls018 It was the _ that hit the crewmember on his head.A. falls B. hand crank cutout switch C. crank handle D. winch drum019 The cause of the accident was that _A. the oil used in the winch gearbox was too viscoseB. the winch drum was connected with the fallsC. the life boat was too heavyD. the bypass to the cutout switch was misused by the crew020 The lesson from this accident is that _.A. seafaring is not all about facing unforeseen situationsB. it is not necessary to wear hard hats to prevent sore headsC. the wrong oil can not have serious repercussionsD. do not start lifeboat winch motors with the crank handle in place Passage 1-6During the morning of 2 August 1999 the supply vessel Putford Worker was working cargo at installations in the North Sea. She had completed operations at one installation without incident.At 1110 she approached the second installation and carried out precautionary engine and steering tests. These were satisfactory, and at 1115 the vessel was in position to work cargo. The master was on the bridge at the joystick control; the weather was fine and the sea calm.The first lift was a 10 x 8 container. The deck crew attached the hook of the installations crane to the container, and moved forward to a safe position. The master then noticed that the vessel was moving forward out of position and moved the joystick to counteract the ahead movement. He then saw that the port propeller was indicating full ahead pitch, so changed from joystick to manual pitch controls and promptly put them to full astern.This did not prevent the vessel moving ahead so far that the attached container be dragged over the stern and into the sea. Placing the manual pitch controls to zero then caused both propellers to return to neutral. Control of the vessel was regained, and the problem did not immediately re-occur. Later tests and inspections by specialist control engineers and the propeller manufacturers showed no fault with the control systems or the port propeller. However, some wear was found in the feedback linkages on the control system of the starboard propeller. This was rectified, and manoeuvring tests completed satisfactorily. 021 In this passage the supply vessel is _.A. one that supplies fuel oils to other deep sea vesselsB. one that supplies stores to other deep sea vesselsC. a tug boat D. smaller container vessel022 The joystick is a device _.A. controlling rudders B. controlling shore cranesC. controlling the operation of cargoes D. controlling the propellers023 On noticing that the vessel was moving forward out of position, the master _.A. moved the joystick forward to go together with the ahead movementB. moved the shore crane to go aftwardC. made the container move aftward by operating the joystickD. operated the joystick to control the vessel and move her aftward024 It is clearly demonstrated that _.A. although the testing of engines and steering before working cargo at an installation found nothing, it is animportant precautionB. the testing of engines and steering before working cargo at an installation was not followed by PutfordWorkerC. there is no value of moving the deck crew clear once a lift is attachedD. had the deck crew not bothered to move clear from, the consequences could have been avoidedPassage 1-7The contract of carriage of goods by sea is usually concluded as between the shipper and the carrier, either directly or through their respective agents. Consequently, by virtue of the historic principle of privity of contract, only the shipper and the carrier have the right to take action against one another under the contract of carriage. The only clear exception to the rule was where the party having the right to sue assigned that right under a separate agreement to another party. On the other hand, when goods are sold (as they typically are) prior to shipment, the terms of sale generally result in the risk in the goods passing from the seller (the shipper) to the buyer (the consignee or endorsee, in the case of a bill of lading, or the party entitled to take delivery under a waybill) when the goods cross the ships rail in the port of loading. Therefore, although the law recognizes that the shipper alone has the right to sue the carrier in contract for subsequent cargo loss or damage occurring while the carrier had charge of the shipment, the shipper is not usually the party who actually suffers that loss. Frequently, also, depending on the terms of sale, the shipper will no longer be the owner of the goods at the time when the loss or damage occurs, and so will be unable to sue the carrier in tort. 025 The contract of carriage of goods by sea is usually concluded as between _.A. the seller and the buyer B. the shipper and the consignee or endorseeC. the carrier and the consignee or endorsee D. the shipper and the carrier026 When goods are sold prior to shipment the risk in the goods passes _.A. from the shipper to the carrier B. from the seller to the buyerC. from the carrier to the shipper D. from the buyer to the seller027 It is concluded _ that only the shipper and the carrier have the right to take action against one anotherunder the contract of carriage.A. by maritime laws B. by a mainstay of the common law in particularC. by virtue of the historic principle of privity of contract D. by shipping practice028 When goods are sold prior to shipment the shipper _.A. is not usually the party who actually suffers the subsequent lossB. is usually the party who actually suffers the subsequent lossC. will still be the owner of the goods at the time when the loss or damage occursD. will be responsible for the loss of or damage to the cargo he shipped Passage 1-8The 56000gt OBO vessel Hyphestos arrived at the oil terminal in Malmo, Sweden, at about noon on 16 March 1998. Visibility was about 1 mile, there was no wind and the current was minimal. With an experienced pilot and his apprentice pilot embarked, and three tugs in attendance, Hyphestos entered the basin. The intention was to stop the ship, swing off the berth and go port side to, with the bow pointing seawards. The vessel was relatively large for the size of the basin.The ships bridge staff consisted of the master, second officer, a helmsman and a deckhand, when entering harbour. There were no technical or language difficulties. Once Hyphestos had stopped off the berth, the swing was started with the head tug pulling the bow to starboard, and the tractor tug aft pulling the stern to port. A third tug pushed on the starboard quarter. Towards the end of the manoeuvre, the stern tug found herself very close to a buoy marking the fairway, and in danger of damaging her towing cable. Her skipper informed the pilot of the problem, and was told to slacken the cable and "follow along". He was told to await further orders.With the turn nearly complete, Hyphestos was canted towards the jetty at an angle of about 45 and the bow some 200m off it. To close the distance, the pilot ordered "dead slow ahead". For "technical" reasons the master interpreted this as "slow ahead". She began to move ahead and the speed began to build up. The bow tug meanwhile continued to pull ahead, and by the time the vessel was some 40-50m off the jetty, and still heading for it, Hyphestos was making good about 2 knots. The predicament was realised, astern propulsion was ordered, the ahead tug changed her direction of tow to broad on the starboard bow. The stern tug which was still "following along", was ordered to pull the stern round to port. Nothing happened. The headway was too great, and Hyphestos rammed the jetty and two shore cranes. 029 Hyphestos originally intended to berth _.A. starboard side alongside with her bow pointing seawardB. starboard side alongside with her bow pointing inwardC. port side alongside with her bow pointing inwardD. port side alongside with her bow pointing seaward030 The reason that the master interpreted "dead slow ahead" as "slow ahead" was probably that _.A. he did not understand the pilots language properlyB. he did not believe the pilots orders at that particular momentC. he suffered a heavy stress when handling such a big vessel into a smaller basinD. he intended to cause an accident to teach the pilot a lessen031 The skipper is a _.A. captain B. C/O C. pilot D. helmsman032 It can be concluded that there were _ persons on the bridge when the accident occurs.A. 4 B. 5 C. 6 D. 7 Passage 1-9Sealand Mercury, a 49,985gt container ship of 292m in length and maximum draught 12.5m, sailed from Trinity Container Terminal, Felixstowe, at 1343. The tide was flooding. Low water had been at 1104; the height of tide was now 1.8m. She had two tugs made fast, one on her starboard bow and another through her centre lead aft. The visibility was not good and had recently deteriorated to about 0.3 miles. A pilot was on board.Due to the poor visibility and in accordance with Harwich Haven Authority guidelines, the duty VTS manager had closed up a fog watch pilot in the VTS centre. Other vessel movements were adjusted so that Sealand Mercurys passage to sea was unimpeded.At 1406 she passed North Shelf buoy and was heading 152 with her engines propelling at dead slow ahead. She had already begun a slow turn to starboard having applied starboard helm at about 1403 when the heading had been 137. The forward tug had been let go but the after one remained attached. Visibility had further deteriorated to about 0.2 miles.At 1408, knowing that the vessel was not turning quickly enough, the pilot ordered slow ahead and, soon afterwards, half ahead. Sealand Mercury continued to turn too slowly, left the deepwater channel and probably first touched bottom at about 1410. The engines were increased to full ahead at 1411 in a final attempt to steer the vessel to starboard and out of danger. With little or no under keel clearance this was unsuccessful and at 1413 she came to a stop hard aground about 0.1 mile from Fort buoy with the ships head 190.The vessel was towed back into the channel at 1610 when the tide had risen sufficiently. Subsequent inspections revealed that she had not been damaged. 033 Sealand Mercury assisted by two tugs, _.A. one on her starboard aft and another through her centre lead forwardB. one on her port bow and another through her centre lead forwardC. one on her port bow and another through her centre lead aftD. one on her starboard bow and another through her centre lead aft034 VTS manager had used such efforts as adjusting other vessel movements _.A. to clear the sea passage for Sealand MercuryB. to impede Sealand Mercury from going outward in fogC. not to impede the tugs from assisting Sealand MercuryD. to assist Sealand Mercury to speed up when she was making the turn035 VTS fog watch pilot is _.A. an auto pilot employed to control the traffic around the station B. a pilot used at the stationC. a manager D. a device for controlling the inward and outward traffic036 _ is not the lessen from this accident.A. The limitations of the assisting tugs in fog must be considered.B. Vessels should consider delaying their outward passage in the event of imminent dense fog.C. Manoeuvring large vessels in poor visibility requires a detailed knowledge of the vessels handlingcharacteristicsD. Large course alterations based on radar observation of a channel buoy in poor visibility does not tend toresult in "overshoot" due to delayed action in putting the helm over Passage 1-10At about 0854 on the 9 March 1999, the 9.96m fishing vessel Beverley Ann II collided with the Liberian registered Cypress Pass, a 42,447gt vehicle carrier. The wind was east-north-east force 4 to 5 with visibility at 1 to 2 miles but less in squalls.Cypress Pass was on passage from Amsterdam to