轮机英语新增朗读.doc

新增专业朗读题(一)37. Cracks in the cylinder and cylinder covers mayresult from unequal heating. The cylinder covers should be regularly vented byopening the vent cocks. Cracksusually resulting from local overheatingare caused by troubles with the fuel pumps or one or more cylinders not firing.If indicator diagrams are taken at regular intervals, any unequal distributionof load will be easily found out. Therefore, most troubles likely to occur with marine dieselengine can ,if located in time ,be remedied with no difficulty and many can bea-voided if the engine is maintained with ahigh sense of responsibility tothe people on the part of the motormen and engineers.38. A recent incident involving a crankcase explosion on a large slow speed dieselengine caused injury to one of the engineers and extensive damage to the engine and machineryspace. In the event ,the time between the oil mist detection alarm/request forslow down and the crankcase explosion was just a few minutes and therefore thefollowing control system feature ,ifnot already fitted ,is now recommended; To expedite the slowdownof the engine in the eventof a high concentration ofoil mist in the crankcase. The slowdown should be affected automatically instead of manually with only a fewseconds delay and should override the normal load down curve.39. Oncethe standby auxiliary generator hasautomatically started and connected to the switchboard the slow down should further reduce the mainengine rpm to the pre - set slow down value. If over-ride facilities are provided for the oil mist slowdown and the low lubricating oil pressure shutdown then these are to beindependent. A single override switch would not be permitted. Atthis time the opportunity should also be taken toremind shipsstaff that during crankcase inspections, special attentionmust always be given to the checks of the oil collection/drain trunk for any particles ofbearing material.（二）40. The vessels fuel records indicate that two days before the occurrence the generator servicetank contained 10 tons of fuel oil Following the blackout, the second engineer, upon finding air in, the fuel systems of generators No. 1 and 3, immediately opened thevalve to supply the systemfrom the main engine diesel oil service tank, which reportedly contained 11 tons of fuel. Diesel oil flowed by gravity from themain engine service tank to the generator service tank and later, thelow level alarm light for the generator service tank extinguished. Once fuelwas supplied from the main engine diesel oil service tank to thegenerators .were started and normal power was re - established to the vessel.41. Fuelhandling is one of the most critical operational routines on board any vessel.Twelve hours before the blackout onboard, the generator service tank low level alarm gavean indication that the level in the tank had dropped to a minimum acceptablelevel. Notwithstanding the altered log book entries, the chief engineer and theengine room watch keepers were aware that the alarm was on and that the tank levelmight be low; however, no shipboard safety managementprocedures were in place to ensure that an adequate level of fuel was maintainedor that fuel was transferred to the tank. As a result, even though the alarm continued to give anindication of low fuel level up to the time of the occurrence. no decision was made to transfer fuel ,resulting in fuel starvation to the generatorsand loss of power to the vessel.42. The electrical distribution system on board a ship is usually arrangedso that in case of heavy overloaded usage, non - essential loads will trip first. Machinery isclassified as essential and non - essential. Examples of non-essential loadsare: fans, compressor, crane, lathe, grinder, air conditioning, deck powered equipment like cooking, baking oven, etc.Essential loads are mostly equipment that is related to the working of the main engine, steeringgear and the safety of the ship. Examples of these are: Cooling seawater pump, jacketcooling water pump,piston cooling water pump, lubrication oil pump, fuelvalve cooling water pump, turbochargeroil pump,stern tube lubrication oil pump, stern tube seal oil pump, steering gear pump, fire and general service pump, bilge pump, main aircompressor, auxiliary seawater pump, auxiliary air compressor, condensate waterpump, fuel oil booster pump.(三)43. If some fore doors must be held open, then it is possible to prevent fire and smoke spreading in the initialstage bycovering the opening with a light, non - inflammable material, for example fiberglass cloth. While portable fireextinguishers, C02 bottlesand similar equipment have to be recharged, this should be done as far as possible on board. If it is deemedmore practicable tobring such equipment ashore, replacement equipment shall be brought on board.44. Any change concerning vessels fire protection status shall beimmediately informed to the shipyard. If there were fire on board, alarm should be immediately activated. Alarmsystem between vessel and shipyard as well as fire brigade should always exist.Vessels safety system should be as far as possible be kept intact. Arrangenecessary and adequate lighting or even retro-reflective tape for escape fromthe engine area and other areas where are difficult to evacuate.45. At port, the shipmaster shallpost notices on methods of summon the Fire Brigade, together with such other services which he mayconsider necessary. One notice shall in a conspicuous position in the accommodation. Inthe event of fire at port, theclosest liaison between the ship and shore authorities shall be maintained.Shore authorities and others shall be aware of the danger due to loss ofstability by the use of large quantities of water and are to be remained of this wherenecessary.(四)46. The cases of distresses for ships may depend upon different situationswhich ships encountered .such as stress of weather, neglectful duty of crew, incorrect operation of conning officers, and so on. Ships may suffer from fire, collision, explosion, disabledor adrift situation, flooding, grounding, capsizing, so on and so forth. Provided that a shipstrikes a rock and severe leakage is caused in the forward; the creak has several meters long causing alarge quantity of water to flow in and it is beyond her reach to pump the waterout.47. The IMO SMCP is not intended to provide a comprehensive maritime Englishsyllabus,which is expected to cover afar wider range of language skills to be achieved in the fields of vocabulary, grammar, discourse abilities, etc. than the IMO SMCP could ever manage. However, part A in particular should be an indispensablepart of any curriculum which is designed to meet the corresponding requirementsof the STCW Convention 1978, asrevised. In addition, Part B offers a rich choice of situations covered byphrases well suited to meet the communication requirements of the STCWConvention.48. The motorman, or oiler is under the leadership of the secondengineer and duty engineer. His routine work is to maintain the equipment, such as repairing motors, overhauling pistons, welding pipes, cleaningpurifier, dismantling pumps, etc. He usually does the preparation for warming up, standing by the main engine before sailing,and he is responsiblefor all the work associated with stopping the engine. While on duty, he shall make an inspection tourevery half anhour. He checks relevant equipment, adjusts the parameters to ensure the normal supply of power andsteam.49. At about 0200 on 16 April 2004, the duty engineeron board the Panama registered bulk carrier Harmonic Progress discovered that the main ballast line was leaking and the engine room bilge was filling with the ballast water. Despite an immediate temporaryrepair and utilizing pumps to try and clear the bilge, the water level continued to rise until it reached a height atwhich it caused anelectrical short in both main engine lubricating oil pump motors, which disabled the main engine. The master reported the engine room flooding to the shipsmanagers who arrangedfor two tugs to take the ship in tow.50. The motor vessel Walter struck an unknown submerged object, piercing the hull andsubsequently flooding, the vessels engine room. Thevessels crew attempted to stop the flooding while at the moorings, but theefforts were unsuccessful. Thecrew shut down the engines, sealed the flooding engine room and everybody gotoff the ship. Clearly, the next step is toget the water out of the ship,but that comes with a hitch. If there are any petroleum products like grease or oil inthe water, you cannot just pump itback into the harbor. It depends onwhats in the water.51. The system of watches adopted on board ship is usually a four hourperiod working with eight hors rest for the members of each watch. The threewatches in any 12 hour period are usually 12 -4, 4 -8and 8 -12. The watch keepingarrangements and the make upof the watch will be decided by the Chief Engineer. Factors to be taken intoaccount in this matter will include the type of ship, the type of machinery and degree of automation, the qualifications and experience of themembers of the watch, anyspecial conditions such as weather, shiplocation,international and localregulations, etc.(六)52. Where a sea casualty has occurred to a ship and the life and property onboard have thus been threatened, the Master shall, with crew members and other persons on board underhis command, make best efforts to run to the rescue. Upon abandoning the ship,the Master must take all measures first to evacuate the passengers safely fromthe ship in an orderly way, thenmake arrangements for crew members to evacuate, while the Master shall be thelast to evacuate. Before leaving the ship, the Master shall direct the crew members to dotheir utmost to rescue the deck log book, the engine log book, the oil record book, the radio log book, the charts, documents and papers used in the current voyage, as well as valuables, postal matters and cash money.53. All lifeboat and rescue boat engines run for a total period of not less than 3 min providedthe ambient temperature is above the minimum required for starting and running the engine. During thisperiod of time, it shouldbe demonstrated that the gearbox and gearbox train are engaging satisfactorily if the specialcharacteristics of an outboard motor fitted to a rescue boat would not allow it to be run other than with its propellersubmerged for a period of 3 min, it should be run for such period as prescribed in the manufacturers handbook. In special cases the Administration may waive this requirementfor ships constructed before 1 July 1986.54. An alarm practice ABANDON THE SHIP shallinclude the following;(a) putting-out-alarm practice.(b) aknowledge review/based on the breakdown of crew and passenger activities and procedures.(c) assemblingthe crew and passengers.(d) a review of the prescribed gear and life-vests.(e) thepreparation for launching the life-boats and rafts, the control of the life - boat equipment and launching the life -boats to the deck level or on water-in case of launching the life-boat on water, testing all types of the boat drivingforces, pulling up and securing of the life-boats and rafts.(f) startingand reviewing thefunction of the life-boat engine andthe emergency ship aggregate.(g) arevision of the ships emergency lighting system.(h) aninstruction as per the annual plan-topic: ship abandonment.(i) thealarm practice evaluation.(七)55. Recently, attention of the public is seriously paid to the ships safetyand prevention of marine pollution. The ship - owners, managers and shipmastersare required to upgrade their maintenance work of their ships. The PortAuthorities all over the world have established Port State Control systems andenhanced the inspections at the ports in order to avoid substandard ships. Thesociety observed not a few cases where ships passed the societys periodical surveys withoutspecific defects have been detained by the Port Authorities through the Port StateControl mostly due to lack of proper maintenance of the ship. The shipmastersare therefore expected to take proper arrangement for the maintenance and keeptheir ships always fine and safe.56. An oil spill is the release of a liquid petroleum hydrocarbon into theenvironment due to human activity, andis a form of pollution. The term often refers to marine oil spills, where oil is releasedinto the ocean or coastal waters. The oil may be a variety of materials,including crude oil, refined petroleumproducts (such as gasoline or diesel fuel) or by - products, ships bunkers, oily refuse or oil mixed in waste. Spills takemonths or even years to clean up. Most man-made oil pollution comes fromland - based activity, but public attention and regulation has tended to focus mostsharply on seagoing oil tankers. 57. Seabirds are severely affected by spills. The oil penetrates and opens up the structure of their plumage, reducing its insulating ability, and so making the birds more attackable to temperaturefluctuations and much less buoyant in the water. It also impairs birds flight abilities, makingit difficult or impossible to forage and escape from predators. As they attempt to preen,birds typically ingestoil that coats their feathers, causing kidney damage, altered liverfunction,and digestive tractirritation. This and the limited foraging ability quickly cause dehydration and metabolic imbalances.Most birds affected by an oil spil