2051题库阅读理解.doc

2051题库阅读理解Passage 2-01The objective of lashing the coils is to form one large, immovable block of units in the hold by lashing them together.In general, strip coils in three end rows in the top tier should be lashed. To prevent fore-and-aft shifting in the top tier of bare-wound coils group-lashing should not be applied due to their fragile nature; the end row of a top tier should be secured by dunnage and wires, which are to be tightened from side to side, and by additional wires to the bulkhead. When coils are fulry loaded over the entire bottom space and are well shored, no lashings are required except for locking coils,The lashings can be of a conventional type using wire steel band or any equivalent means. Conventional lashings should consist of wires having sufficient tensile strength. The first tier should be chocked. It should be possible to re-tighten the lashings during the voyage. Wire lashings should be protected against damage from sharp edges.If there are few coils, or a single coil only, they should be adequately secured to the ship, by placing them in cradles, by wedging, or by shoring and then lashing to prevent transverse and longitudinal movement.O01. The locking coil is_A. a coil secured by shoringsB. a coil placed in cradleC. a coil used to secure other coilsD. a coil secured by wedgings002.The general objective of lashing coils is to prevent them from_A. transverse and longitudinal movementB. rolling in the holdC. vertical movementD. fore-and-aft shifting003.When coils are fully loaded over tank top and are well shored,_A. three end rows in the top tier should be lashedB. no lashings are required except for locking coilsC. they should be secured to the ship by wedgingD. they should be placed in cradles004.If there is a single coil, its securing should be done by_A. placing it in cradle and then lashing itB. shoring it and then placing it in cradleC. placing it in cradle, wedging it, shoring it and lashing itD. lashing the three end rowspassage 2-02As for sub-contracting and indemnity, the Repairer shall be entitled to sub-contract on any terms the whole or any part of the Works and any and all acts or things that are in the opinion of the Repairer necessary or desirable to carry out and complete the Works.The Customer undertakes that no claim or allegation shall be made against any person by whomsoever the Works is performed or undertaken (including all sub-contractors of the Repairer), other than the Repairer, which imposes or attempts to impose upon any such person any liability whatsoever in connection with the Works, whether or not arising out of negligence on the part of such person and, if any such claim or allegation should nevertheless be made, to indemnify the Repairer against all consequences thereof.005.If a claim is made by the Customer against a sub-contractor,_A. the sub-contractor shall indemnify the Repairer against all consequences thereofB. the Customer shall indemnify the sub-contractor against all consequences thereofC. the sub-contractor shall indemnify the Customer against all consequences thereofD. the Customer shall indemnify the Repairer against all consequences thereof006. Accoring to this passage, is true.A. the Customer undertakes not to make claims or allegations against the RepairerB. the Repairer undertakes not to make claims or allegations against the CustomerC. the Customer undertakes not to make claims or allegations against a sub-contractorD. the Repairer undertakes not to make claims or allegations against a sub-contractor007. The Repairer is entitled to sub-contract to _on any terms all things that are in his opinion necessary to complete the Works.A. any personB. the CustomerC. a claimerD. an alleger008. This passage is likely extracted from_.A. a B/LB. Genconc. BaltimeD. a Ship Repair ContractPassage 2-03Whilst proper care must be taken with the stowage of all iron and steel cargoes of pig iron steel billets round bars and pipes are particularly difficult to secure effectively. In the upper tween decks of many two and three deck ships the absence of hatch comings more than a few inches high adds to the difficulty of securing pig iron and billets carried abreastthe hatchways and there appears to be a greater risk of cargo shifting in these spaces than in the lower holds. The most effective way to secure these cargoes is to level them and over stow them with other suitable cargo. The over stow should have sufficient rigidity or weight to act as a positive preventative to the movement of pig iron steel billets bars etc. Large quantities of uncovered pig iron or billets should not be carried in the upper-tween decks with the intention of obtaining an unduly low metacentric height since this does not eliminate the risk of cargo shifting and may endanger the ship if it does shift.009.where the pig iron steel billets round bars and pipes are stowed in_ of a ship their risk of shifting is the greaest.A. the upper tween deckB. the lower tween deckC. the lower holdD. in any tween deck without hatch coamings010.The most effective way to stow such cargoes as pig iron steel billets round bars and pipes is to_A. place them in the upper tween deckB. over stow them with sufficient rigidity or weight to act as a positive preventative to the movementC. lower the metacenter of the shipD. obtain an unduly low metacentric height01 1.It will endanger the ship if the pig iron steel billets round bars and pipes_A. have no risk of shiftingB. are over stowed with other cargoes of sufficient rigidity or weightC. are stowed in lower holdD. shift012.This passage is likely extracted from_A. a B/LB. GenconC. Bal timeD. a Ship Repair ContractPassage 2-04With one possible exception activity in the Dover Strait during the closing hours of 5 May 1998 was normal. It was a dark clear night the wind was west-south-west force 5 to 6 and traffic was moving easily both ways in the traffic separation scheme. As so often happens a “rogue” ship was heading north-east on the northern edge of the south-west bound lane, It was not identified. The only additional activity that night was a cross channel survey by the 1774gt survey vessel STM Atria. She was traversing the channel between a position off St Margares Bay and the Belgian coast. She was showing the lights of a vessel restricted in her ability to manoeuvre red white and also displaying an orange flashing light. Regular traffic information about her activities was broadcast by the CNIS every hour. She was making good between 4 and 5 knots.013.The traffic separation scheme_ in the Dover Strait.A. was not establishedB. will be establishedC. was in operationD. was removed014. STM Atria was_A. a “rogue” shipB. a survey vesselC. CNISD. Dover strait015. The speed of the survey vessel is between_ knotsA. 4 and 5B. 5 and 6C. 6and 7D. 7 and 8016.The ship heading north-east_A. was in the wrong lane of the traffic separation SchemeB. was carrying out survey operationsC. did not carry any cargo on boardD. was a pirate boatPassage 2-05The bulk carrier long recognized as the workhorse of the world merchant fleet has over the years had its design refined and optimized on the basis of previous successful experience. This provided what many considered to be a relatively uncomplicated and safe structural configuration.Recently and regrettably with loss of human lives a series of tragic ship losses has focused the attention of the marine industry and the public on the performance and inherent safety of this ship type.Extensive research and development principally by the major classification societies has highlighted the possible causes of the bulk carrier losses and brought about necessary changes to the design and scantlings for new ships. For existing shipsimprovements to Safety are anticipated through the reinforcement of the aft transverse watertight bulkhead and the double bottom structure in way of the foremost cargo hold the introduction of a more rigorous survey regime and greater attention to operating procedures particularly during cargo loading and discharge in order to avoid over stressing of the structure or mechanical damage.017. In this paragraph the term workhorse means_A. the ship that performs dependably in marine industriesB. a horse that is used for labor rather than for racing or riding.C. a person who works tirelessly especially at difficult or time-consuming tasks.D. something that performs dependably under heavy or prolonged use018.The refined and optimized design of bulk carriers, considered by many people_.A. is relatively uncomplicated and safe in their structural configurationB. is relatively complicated compared with previous structural configurationC. is relatively not safe on the basis of previous successful experienceD. will join world fleet recently019.The is not included in the anticipated improvements to safety for existing bulk ships.A. introduction of a more rigorous survey regime and greater attention to operating proceduresB. introduction of necessary changes to the design and ScantlingsC. reinforcement of the aft transverse watertight bulkheadD. reinforcement of the double bottom structure in way020. It is implied that a series of tragic bulk ship losses_A. will not be avoided even new design of their structure are introducedB. were contributed by the improvements to safety for existing shipsC. has little effect on the marine industry and the publicD. were caused by their inherent structuresPassage 2-06The ship loaded with general cargo had parcels of steel pipes of 13 inch diameter stowed 6 tiers high in the aft end of the tween decks. Two lengths of 2.25 inch steel wire were laid athwart ships across the top of the third tier of pipes taken back over the top of the sixth tier on completion of stowage and tightened by bottle screws secured to the ships framing. In very heavy weather the steel pipes broke adrift and extensive damage resulted to framing bulkheads air and sounding pipes etc. The wire lashings and bottle screws were completely destroyed.021.The diameter of the steel pipes is_ inches.A. not mentionedB, 13C, 6D. 2.25142.The steel pipes were stowed in_ ties.A. 2B. 3C. 5D, 6023.The steel pipes did not cause damage to_A. framingB. bulkheadsC. air and sounding pipesD. the aft end of the tween decks024. The steel pipes were lashed With_ wires.A. 2B. 3C. 4D. 5Passage 2-07Dangerous cargoes of Class 3 are liquids or mixtures of liquids or liquids containing solids in solution or suspension (e. g. paints varnishes lacquers etc. but not including substances which on account of their other dangerous characteristics have been included in other classes) which give off a flammable vapour at or below 61 (141) closed cup test (corresponding to 65.6 (150) open cup test) normally referred to as the flashpoint. Class 3 also includes substances transported or offered for transport at elevated temperatures in a liquid state which give off a flammable vapour at temperatures equal to or below the maximum transport temperature. However the provisions of this Code need not apply to such liquids with a flashpoint of more than 35(95) which do not sustain combustion, Liquids offered for transport at temperatures equal to or above their flashpoint are in any case considered as flammable liquids. For the purpose of above subsection liquids are not considered to sustain combustion if:*they have passed the suitable combustibility test (see United Nations Recommendations on the Transport 0fDangerous Goods) or*their fire point according to ISO 2592 is greater than 100 or*they are miscible solutions with a water content of more than 90% by mass.025.According.to this paragraph flash point obtained from closed cup test is_ then that obtained from open cup test.A. 9 lowerB. 9 higherC. 4.6 lowerD. 4.6 higher026.Liquids are not considered to sustain combustion if_A. they have not passed the suitable combustibility testB. their fire point according to ISO 2592 is not greater than 100C. they are miscible solutions with-a water content of not more than 90% by massD. their fire point according to ISO 2592 is greater than 100027.Miscible solutions offered for transport at ambient temperature with a flashpoint of more than 35 (95) and with a water content of more than 90% by mass_A. is not included in Class 3B. is not mentioned in this paragraphC. is included in Class 3D. will be considered to be included in other class of dangerous cargoes028.Tper topic of this paragraph isA. Non Dangerous LiquidsB. Most Liquids are not Included in Class 3C. Definition of Dangerous Cargoes of Class 3D. Liquids and Their Physical PropertiesPassage 2-08Modem bulk carriers are normally designed to carry a variety of cargoes in order to provide operational flexibility For cargoes such as coal or grain the ship would have all holds filled with the cargo (homogeneous loading condition) and be down to maximum draught. If heavy cargoes with a stowage rate of about one third of that for coal were to be carried in the homogeneous condition each hold would only be about one third full. In that condition the ship would have a large metacentric height and a low centre of gravity resulting in a very stiff ship. Modem bulk carriers intended for the carriage of ore are designed for the carriage of ore cargoes in alternate holds and in larger ships only the odd numbered holds are loaded with ore. The advantages in this are that it is easier to achieve a satisfactory trim on the ship and a reduced time spent in port. However the disadvantages are that the alternate hold loading pattern .greatly increases .the stresses in the double bottom structure and the shear forces in the side shell. The double bottom hopper and topside tanks are arranged for the carriage of water ballast with the double bottom and hopper tanks often being inter-connected by vertical trunks or pipes with the topside tanks.029.The homogeneous loading condition refers to loading pattern that_A. all cargo holds are fully loaded to the maximum of both volume and weight capacitiesB. each hold would only be about one third fullC. only the odd numbered holds are loadedD. all cargo holds are loaded with cargoes030.Stiff ship is the condition that_A. she has a large metacentric heightB. she has a high centre of gravity.C. her metacenter above baseline is highD. her centre of gravity is 1ow031. The_ are not arranged for the carriage of ballast water.A. double bottom tanksB. topside tanksC. hopper tanksD. vertical trunks or pipes032. The disadvantage of the alternate hold loading pattern is thatA. it is easier to achieve a satisfactory trim on the shipB. it increases the stresses in the double bottom structure and the shear forces in the side shellC. it is easier to achieve a reduced time spent in portD. the double bottom and hopper tanks are often inter-connected by vertical trunks or pipes with the topside tanksPassage 2-09Bottom area from keel to light load line about 2600 sq. m. including rudder post stem frame to be cleaned with high pressure fresh water. Rusted area about 300 sq. to be sand-blasted and patched with two coats of bottom primer on the bare metal surface. Then whole area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paint. Boot-topping strake from light load line about 1600 sq. m. to be cleaned with high pressure fresh water. Rusted area to be blasted and patched with two coats of primer. Then whole area to be applied one coat of boot topping green paint.Topside about 1200 sq. m. to be cleaned with high pressure fresh water. Rusted area to be sand-blasted and patched with two coats of primer and one coat of light gray paint. Then whole area to be applied with one coat of light gray paint.All draft figures plimsoll marks ships name and port of registry to be repainted twice in original color.033. _to be repainted twice in original color.A, Bottom area from keel to light load line about 2600 sq. m. including rudder post stem frameB. The whole areaC, Boot-topping strake from light load line about 1600 sq. m.D. All draft figures plimsoll marks ships name and port of registry034. Where is boot-topping?_A. The area of the hull between full and light load linesB. The area of the hull above the water line in full load condition.C. The area from keel to light load line.D. The area from keel to full load line.035. _ area to be applied with one coat of light gray paint.A. BottomB. The wholeC. Boot-toppingD. Topside036_ area to be applied with one coat anti-corrosive paint and one coat tropical anti-fouling paint,A. BottomB. The wholeC. Boot-toppingD. TopsidePassage 2- I 0The hull structure within the cargo area of a bulk carrier can be considered as comprising two barriers; namely the primary and secondary barrier. The primary barrier is formed by the single skin side shell between topside and hopper tanks and the cross deck strips hatch covers and coammings. A failure of the primary barrier would allow water to enter the hold space. The secondary barrier is formed by the vertically corrugated transverse watertight bulkheads and the inner bottom. A failure of the secondary barrier will permit flood water in the hold to enter the neighbouring hold space.037. Cracking at hatch comers will directly permit water to enter_A. topside tanksB.