deviation where the shipper acquiesced in it，had notice of it or could have expected it based on prior shipments with the same carrier，or where the carrier has made known its ordinary stops by its advertisements，publications or other means.
181.A Relay Port means a/an_______.
A. port of destination B. port of sailing C. intermediate port D. port of refuge
182.Cargo will be possibly delivered slower to its destination by _______. A. a feeder
B. a substituted ship
C. the liner on which it was first loaded
D. the liner on which it would be loaded should a feeder or substituted ship not be available
183.Under which of the following conditions is it not sufficient to judge that transshipment at the relay port does not constitute an unreasonable deviation ? _______. A. the transshipment is shown to be a custom of the trade B. the shipper had notice of the transshipment
C. the shipper could have expected it based on prior shipments with the same carrier
D. the carrier has not made known its ordinary stops by its advertisements or publications 184.The purpose of making use of a relay port by the carrier is to achieve the end of _______. A. faster and more efficient delivery B. avoiding unreasonable deviation
C. making known its ordinary transportation by its advertisements，publications or other means D. preventing the adverse influence to the carriage by a custom of the trade
Passage 47
Individuals involved directly and indirectly in the handling of dangerous goods shall receive training designed to provide familiarity with the general provisions of dangerous goods transport requirements. Such training shall include a description of the classes of dangerous goods; labelling，marking，placarding and packaging，segregation and compatibility requirements; a description of the purpose and content of the dangerous goods transport document; and a description of available emergency response documents.
These persons shall have to receive detailed training concerning specific dangerous goods transport requirements which are applicable to the function the persons performs.
And of course they shall also receive the complete safety training. Commensurate with the risk of exposure in the event of a release and the functions performed，each person shall receive training on： Methods and procedures for accident avoidance，such as proper use of package-handling equipment and appropriate methods of stowage of dangerous goods; Available emergency response information and how to use it; General dangers presented by the various classes of dangerous goods and how to prevent exposure to those hazards，including if appropriate the use of personal protective clothing and equipment; and Immediate procedures to be followed in the event of an unintentional release of dangerous goods，including any emergency response procedures for which the person is responsible and personal protection procedures to be followed. 185.Unintentional Release of dangerous goods means primarily _______ of the goods. A. accidental release B. proper release
C. slow release D. emergency release
186.\item covered by _______.
A. the training of familiarity with the general provisions of dangerous goods transport requirements B. function-specific training
C. the training of proper shipping business D. the safety training
187.The immediate procedures to be followed in the event of an unintentional release of dangerous goods are covered by _______. A. the safety training
B. the training concerning specific dangerous goods transport requirements
C. the training designed to provide familiarity with the general provisions of dangerous goods transport requirements
D. the protection procedures
188.The best title of this passage should be _______.
A. Emergency Response Procedures for the Carriage of Dangerous Goods by Sea B. Release of Dangerous Goods and Exposure in the Accidents C. Proper use of Dangerous Goods
D. Training of Persons Involved in Handling of Dangerous Goods
Passage 48
One of the major problems is that flooding of a hold space may occur without the knowledge of the crew，particularly in heavy weather conditions where visibility may be minimal and any changes in the response of the ship may be masked by the storm. The influence of flooding No. 1 hold on a bulk carrier carrying ore，from a naval architecture point of view，is of course to create a significant trim by the head. It is considered that on a well maintained ship this should be a survivable situation. In the event that flooding progress to the adjacent No. 2 hold then the consequent trim can immerse the deck forward and the survivability of the ship under storm condition becomes doubtful. Another is also important and if this is a consequence of transverse watertight bulkhead failure then the shock loadings，both in terms of over and under pressures could create a chain reaction involving hatch covers being displaced，bulkheads collapsing，etc.，within a few seconds resulting in an almost instantaneous loss of hull buoyancy and the ship sinking. Knowing when the holds are taking in water is，therefore，considered very important.
189. The following _______ is not the reason that flooding of a hold space may occur without the knowledge of the crew.
A. that the visibility may be too poor at the moment
B. that changes in the response of the ship may be masked by the storm
C. that the conditions of the weather may prevent the crew members from detecting the response of the ship D. that the crew members are poorly educated and have not enough knowledge 190. The flooding of No. 1 hold _______.
A. will result in an almost instantaneous loss of hull buoyancy and the ship sinking
B. will create a chain reaction involving the hatch covers being displaced，bulkheads collapsing C. will progress to the adjacent No. 2 hold D. is normally a survivable situation
191. If _______，the consequent trim can immerse the deck forward and the survivability of the ship under storm condition becomes doubtful. A. No. 1 hold is flooded B. No. 2 hold is flooded
C. both No. 1 and No. 2 hold are flooded D. either both No. 1 or No. 2 hold is flooded
192. The best title of this paragraph shall be _______. A. The flooding and division arrangement of the ship
B. Knowing when the holds are taking in water is very important C. Crew members will never know when the holds are flooded D. Flooding is unavoidable
Passage 49
On the bridge for the approach to the pilot boarding ground were the Master，who had the con，the Mate，as Watch Officer，and a seaman at the wheel，while the Third Mate went on deck to meet the pilot. The normal procedure onboard was for the Second Mate to prepare the voyage plan and to lay off the courses on the charts. However，because the passage from Burnie to the Tamar River was relatively short and because he intended stopping and drifting for two to three hours，the Master decided to lay off the courses himself.
In the past，when the company employed Japanese officers，the Master would discuss operational and navigational procedures with them. However，since the introduction of the employment of Filipino officers，the Master no longer did this，with the result there was no cohesive bridge team. When the pilot launch arrived alongside，the Mate went to the port bridge wing and remained there until such time as the Pilot had gained the deck. At a critical stage，when manoeuvring close to a reef，he was providing no active support to the Master by monitoring the vessel's progress，either by radar or by the electronic plotting table. With no active support from the Mate，the Master had quickly plotted the position at a time he recorded as 0606，from which he realised there was a danger of the stern swinging into the eastern shallows of Hebe Reef. In instructing the helmsman to steady on 160o，however，he does not appear to have appreciated the developing situation with West Reef，created by that action，and the vessel grounded fast in the Reef.
193. The Master did not discuss operational and navigational procedures with his mates because _______. A. he has ethnic or cultural prejudice in his dealings with those officers B. he laid off the courses himself
C. the bridge was adequately manned for the operation
D. the Second Mate did not prepare the voyage plan and lay off the courses on the charts 194. Of the following _______ is not a contributing factor leading to the grounding accident.
A. that Master did not inform the Mate of his intended actions or seek the Mate's support in monitoring and advising him on the progress of the manoeuvres
B. that the Mate did not provide active support to the Master
C. that navigational equipment was either ignored or not used to full effect D. that the Mate went to the port bridge wing and remained there 195. It is inferred that the vessel started the voyage in _______. A. an early morning B. a late evening C. an afternoon D. a midnight 196. The main cause of this accident is the lack of _______.
A. seamanship skill of the Master and the Mates on the bridge B. Bridge Resource Management procedures，
C. academic education of the crew members，including the Master and Mates
D. communications between the Pilot，the Master and the Mates on board the vessel
Passage 50
The effectiveness of an anchor depends largely on the material that constitutes the sea or estuary (河口)bottom，normally determined by the hydrographers who have surveyed the sea and identified it for the convenience of mariners on the chart. When preparing to anchor，the ship's Master needs to know，besides the water depth，the \，or rocky. The Master will try and avoid \which may have underwater hazards that may snag the anchor，and will be happier where the bottom is of mud
or sand，that will enable the flukes of the anchor to dig(掘土) in and hold the ship fast. The holding quality is also helped by having plenty of cable out to lie on the bottom，which itself acts as a brake on movement.
Tides or winds may affect the safety of an anchorage and the officers of the watch need to watch the position of the ship carefully，lest(以免) the anchor drags and the ship be washed ashore. Visual compass bearings of shore marks can provide a good indication of any untoward movement，although care must be taken not to confuse an anchor dragging with the normal swinging around the mooring as the tide or wind changes.
While merchant ships tend to use a convention anchor with two flukes that can be housed in a tubular hawse pipe when recovered aboard ship，specialist anchors have been devised for different types of craft. Drilling rigs，for instance，have anchors that are optimal for the particular sea bottom，and a big semi-submersible will lie to a pattern(式样) of perhaps eight anchors，laid out by anchor handling supply boats which are in attendance when the rig is moved. Permanent moorings，for navigational buoys may use screw anchors which are screwed into the sea bottom，while light vessels often employ very heavy anchors shaped like a mushroom. 197．______ is compared to \ A. The fluke of the anchor
B. The chains lying on the bottom C. The chains hanging in the water D. The brought-up of the anchor
198．The total holding forces of an anchor come from _____.
A. The digging in of the flukes of the anchor and the quality of the bottom B. The quality of the bottom and the cables lying on the bottom. C. The brake and the cables lying on the bottom.
D. The digging in of the flukes of the anchor，the quality of the bottom and the length of cable lying on the bottom
199．The term ANCHOR DRAGGING means ______.
A. the normal swinging around the mooring as the tide or wind changes B. an untoward movement of the anchor C. the ship being washed ashore
D. the ship being pulled along with difficulty or effort by another ship 200．Which of the following is correct as to the specialist anchoring? A. The best ground for specialist anchoring is sand or mud. B. Specialist anchoring can be done anywhere.
C. Specialist anchoring is usually designed to create larger holding forces.
D. The holding forces of a specialist anchoring is least when the anchor is screwed into the sea bottom
Passage 51
A fire in dry-dock，with the ship connected to the shore water mains，can be a problem for fire fighting． I was the chief mate on an old dry cargo ship in a British dry-cock when，during the lunch hour，a welder decided to work on the starboard lifeboat davit． He warned nobody of his intentions and climbed up into the lifeboat and started burning on the after davit． The lifeboat was made of wood and had a petrol engine，which had obviously been oozing out over the years onto the thwarts and bottom boards． A spark sent the whole thing up like a rocket and the welder only just managed to escape with his life．
There was no fire watch，either by the dockyard or the ship because nobody realized he was working through． We put the fire out before the fire brigade arrived，despite the lack of water pressure． By its very location，the fire in the boat was isolated from the rest of the ship so nothing else caught fire from it． The lifeboat itself was a write-off，though． 201.How did the fire break out?
A. A welder set on fire
B. A splashing spark made the oozing petrol on fire C. A rocket in the boat set it on fire
D. The lack of water pressure resulted in the fire 2024.What did the welder do after the fire burning? A. He set everything up with a rocket，then escaped B. He wanted to escape，but failed C. He escaped successfully
D. He did his best to put out the fire but failed，then he escaped 203.What’s the consequence of the fire? A. The lifeboat was completely damaged
B. A very little damage was caused to the boat
C. Nothing else was damaged except the after davit and engine D. Not mentioned in the passage
204.Which one of the followings is incorrect? A. Nobody knew the welder’s intention
B. It is the boat’s position stowed that saved the rest of ship C. The fire was put out in spite of the lack of water pressure
D. Even informed，neither the dockyard nor the ship would send a fire watch
Passage 52
The Maritime Safety Committee has issued a circular in 1998 which makes the following suggestions on safety of personnel during container securing operations：
It has been noted that a number of fatal accidents to crew and dockworkers have involved falls from the top of containers during container securing and unsecuring operations. Although fall protection and fall arrest systems and equipment are available for use whenever container top work is involved，they are cumbersome and reduce the speed of loading and unloading operations of a ship，and thus of limited use and effect.
The conventional means of securing containers in non-cellular deck spaces are heavy and difficult to handle，resulting in accidents and non-fatal physical injuries. Newly developed equipment such as semi-automatic and dual function twistlocks are only partially effective in eliminating danger. They depend on the stacking height of containers on deck not exceeding four and require a safe work place on the quayside for their application or removal.
A safer environment for personnel involved in the securing of containers can be achieved by shipowners and ship designers focusing on the safety of container securement at the initial stages of the building of a ship，rather than relying on operational methods for this purpose after the ship is built.
205.Since fall protection and fall arrest systems and equipment are provided for use，why did so many persons still fall down during securing operations?
A. The persons involved are usually careless
B. The persons involved are occasionally negligent
C. Fall systems and fall arrest systems and equipment are heavy and awkward to carry and decrease the handling speed
D. Fall systems and fall arrest systems and equipment are of little use and effect
206.With regard to semi-automatic and dual function twistlocks，which of the followings is correct?. A. They are very useful in eliminating danger B. They are of little use in eliminating danger C. Their application is limited