D. Their application may result in accidents and non-fatal physical injuries 207.The optimum opportunity is considered to be _______. A. at the initial stages of the building of a ship B. after the ship is built
C. before the ship is designed
D. depended on operational methods
208.Which one of the followings is not mentioned in the passage?
A. It is the fact that there are crew members and dockworkers falling from the top of containers during container securing operations and get injured seriously
B. Shipowners and ship’s designers can give a safer environment to crew members involved in the securing of containers
C. MSC is seriously concerned with this problem
D. The specific measures have been suggested in order to solve the problem
Passage 53
The most common kinds of paint found on board ship are as follows： metal primers，which are applied to a bare surface to give protection against rust and to act as a key to the next coat; undercoats，which are used over the primer before the top coat; top coats which provide a hard-wearing surface and give the required color; heat-resistant paints for radiators and pipes and for the ship’s funnel; non-slip paints for use on weather decks and other suitable surfaces such as companion-ways; and varnishes to give a clear protective coat to woodwork. For painting，the surface of a ship’s hull is divided into three distinct areas： the topside，boot-topping and bottom. Topside paint is supplied in the company’s colors.
The topside is applied to the area of the ship’s hull which is out of the water when the ship is loaded. Boot-topping is applied to that area of the hull which is out of the water when the ship is in the light condition and under water when the ship is loaded. A ship’s bottom is given a coating of anti-fouling paint. Anti-fouling paints contain toxicants which are poisonous to marine life. The toxicants have to dissolve out of the paint into the surrounding water in order to be effective.
209.According to the passage，the main deck should be applied with _______. A. heat-resistant paints B. varnishes
C. boot-topping paints D. non-slip paints
210.The toxicants have to dissolve out of the paint into the surrounding water in order to be effective because _______.
A. they are poisonous to mariners’ life B. they are toxic to marine life
C. they support marine life in all aspects
D. they have nothing to do with both mariners’ life and marine life 211.Boot-topping paints should be applied to _______. when the ship is laden
the ship is in the light condition A. the ship’s bottom
B. the area of the hull which is out of the water when the ship is in ballast and under water C. the area of the hull which is out of the water when the ship is loaded and under water when D. the area of hull which is out of water when the ship is loaded 212.The best heading for the passage should be ______. A. Maintenance on board
B. Types of paint on a ship’s hull
C. How to apply the ship’s paints
D. The types of the ship’s paints and their applications
Passage 54
Failing to identify pre-shipment damage and neglecting to make appropriate notations on mate’s receipts and bills of lading will deprive the carrier of his rights，limitations and immunities under the contract of carriage and may prejudice club cover. Assertions are sometimes made by cargo interests that rust on a particular shipment is normal and will not affect its market value. Such comments should be disregarded. In all cases where a steel cargo is found to be rusty，it is imperative that remarks are made on the bills of lading，irrespective of the apparent severity of the rust. The bills of lading should also be claused to reflect any physical pre-shipment damage to the steel and/or wrappers.
Selecting the most appropriate clauses to describe pre-shipment damage is not always easy，and the attending surveyor should be consulted for advice. Care must be taken to confine the remarks only to the apparent condition of the steel. Comments such as “damaged by stevedores” and “loaded during rain” have no value. Similarly，words such as “slight”，“superficial”，“partial” and “atmospheric” may be open to misinterpretation and should never be used. Wherever possible，the remarks should be specific. 213.The carrier will be relieved of the responsibility if ______. A. he fails to identify cargo’s pre-shipment damage B. he fails to clause mates’ receipt and bills of lading.
C. he identifies cargo’s pre-shipment damage and make proper remarks on mate’s receipt and bills of lading. D. he makes assertion that the rust is normal and will not affect its market value. 214.Under what condition should the bill of lading be claused? A. when pre-shipment damage is serious B. so long as a steel cargo is found rusty
C. so long as its physical pre-shipment damage is not easy to describe D. You should consult the attending surveyor for advice about it. 215.What do you think of the remark “partial damage to wrapper”? A. It’s easy to cause misunderstanding. B. It has no value.
C. It can not exempt the carrier from the liability if actual damage is found at the destination. D. All of the above.
216.The best title of this passage may be ______. A. Carrier’s rights，limitations and immunities B. Cargo’s pre-shipment damage C. Clausing bills of lading D. Value of remarks
Passage 55
During an anchoring operation，a vessel's anchor was run out under gravity to 6 shackles，checked and finally adjusted to 9 shackles on deck. A crew member who was on the forecastle but not directly involved with the anchoring operation，was enveloped by the resulting dust/debris cloud and later complained of irritation to his eyes requiring treatment from the shore doctor to alleviate it. When engaged in anchoring，there is always a hazard from dust and debris flying off the anchor cable. With this in mind，all persons in the vicinity should be wearing suitable personal protection including eye protection. The chief officer in charge must always ensure that neither himself nor any other crew member stands in line with the anchor cable either in front or behind the cable lifter，as there have been fatalities in the past caused by
cables which have gone out of control.
If there is any doubt as to the efficiency of the brake，anchors should always be lowered in gear，using the windlass motor and never allowed to run so fast as to overheat the brake. 217.From the first paragraph，we can get that ______.
A. the crew member was directly engaged in anchoring operation. B. the crew member was enveloped by anchor chains. C. the crew member had been injured by anchor chains. D. the crew member had foreign material in his eyes. 218.“Fatality” in the second paragraph means ______.
A. injury B. death C. fracture D. fate
219.When engaged in anchoring，what you should not do is ______. A. to stand near behind the windlass B. to wear goggles C. to wear gloves
D. to lower anchors in gear if there is no doubt as to the efficiency of the brake 220.Which one of the followings is not mentioned in the passage? A. Anchor can be lowered under gravity.
B. During anchoring，dust and debris are always flying off the anchor cable. C. The chief officer should ensure the safety of those who engaged in anchoring. D. The brake is always overheated during anchoring.
Passage 56
On 22 February 2005 the Bahamas flag bulk carrier Clipper Kawa was lying at the outer anchorage off the port of Albany，Western Australia. At about 0815，the Bosun，with the two deck cadets and two seamen set to work transferring used dunnage lying on the hatch cover of No.3 hold，to the space between the break of the forecastle and No.1 hatch.
The Bosun and the two cadets went to unlash the forward gantry crane of the ship. This done，the senior cadet remained in the starboard driving cab while the Bosun，the junior cadet and the two seamen slung the dunnage. On completion，the Bosun and the two seamen alighted from the port side of the hatch cover，while the junior cadet alighted on the starboard side. The two seamen then went forward，and the Bosun，having received an \clear\，signaled the driver to move the gantry forward to No.1 hatch. After the gantry crane arrived at No.1 hatch and lowered the dunnage，the Bosun noticed that the junior cadet had not arrived up forward. He walked aft on the starboard side and found the cadet，apparently unconscious，lying against the hatch coamming of No.2 hold. The crew carried him into the crew's recreation room in the accommodation and the Chief Officer started to apply CPR(Cardiopulmonary resuscitation，心肺复苏).
Shortly afterwards，on unzipping the overalls of the cadet，it was found that his abdomen had burst open and it was concluded that he was. The post mortem revealed that he had died from shock and haemorrhage(大出血) following multiple crush injuries. 221.The dead person was ________.
A. one of the two seamen B. the junior cadet
C. the senior cadet D. the driver of the crane 222. ALL CLEAR was signaled by ________.
A. one of the two seamen B. the Bosun C. the junior cadet D. the senior cadet
223.There were ________ people working on the fore deck at the time of the accident.
A. 4 B. 5 C. 6 D. 7 224.It can be concluded that ________.
A. Either fatigue or alcohol or both shall be considered to have been contributing factors in the death B. the person was killed by one of the crew members，such as C/O，Bosun or any other persons on board the ship
C. the dead person committed suicide himself for unknown reasons D. the person died of an accident
Passage 57
Coils should be properly secured and lashed on board ship.
The objective is to form one large，immovable block of coils 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 fully 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. 225.LOCKING COIL is the coil ________.
A. which is placed between two underneath coils to prevent their shifting B. which has a few locks on or around it
C. which can be locked from inside of the axe in the fore-and-aft direction
D. to which wedges should be used as stoppers when necessary during loading and discharging to prevent shifting
226. ________ should be secured by dunnage and wires. A. the top tier of bare-wound coils
B. strip coils in three end rows in the top tier C. the first tier coils
D. the end row of a top tier coils
227.Cradles are usually needed for the stowage of ________. A. the end row of a top tier of coils
B. strip coils in three end rows in the top tier C. a few coils or only one coil on board the ship D. the top tier of bare-wound coils
228.This passage is probably extracted from ________.
A. IMDG Code B. BC Code C. CSS Code D. SOLAS
Passage 58
On the evening of 22 March 2004，Tom was given to job of 'hatchman' at No. 6 hatch，loading bulk paper onboard Tasman Independence. He made his way onto the vessel and down into No. 6 hatch. Jack，who was
also rostered to work that hatch，joined him in the hold. At 1900 hours，having completed his assessment，Tom called in the first load of bulk paper and stowed it away on the second tier of the stow. Jack was preparing the belly straps and general lashing for both tiers of cargo.
At 2035 hours，one of the ship's crew threw down a large bundle of tie downs onto the second level of the stow where Tom was working. He picked up the bundle and threw them down to the deck where Jack would be able to access them. As Tom did this，one of the tie down hooks fouled his overalls and he was pulled off the level he was working on. He fell about 1.6 metres to the next level of the stow of cargo and then fell onto the deck，a further 1.6 metres below.
Jack was getting the belly lashings ready，when he heard a crash. He thought this was the ratchets hitting the deck and continued working. After about a minute，Jack turned around and could not see Tom. Jack then moved and saw Tom leaning up against the lower level looking shaken. At this time，a third stevedore，John，came into No. 6 hatch and assisted Jack.
Jack and John gave first aid to Tom while the pulp spreader attached to the crane was changed over to a people carrier. During this time an ambulance was called to the vessel. Tom was removed to the ambulance by the spreader and crane and taken to Wellington Hospital for assessment. 229.Tom fell ________.
A. from the weather deck to the second level of the stow B. from the second level of the stow to the first level C. about a distance of 1.6 metres D. about a distance of 3.2 metres 230.Jack working on ________.
A. the first level of the stow B. the second level of the stow C. the weather deck D. the deck of No. 6 hatch 231.It was ________ who caused Tom to fall down and injured. A. Tom him self B. Jack
C. John D. one of the ship's crew 232.It can be concluded that Tom was ________. A. a stevedore
B. one of the ship's crew C. an officer of the ship
D. a man whose job had nothing to do with the ship
Passage 59
A pleasure craft (8 meters) whilst anchored 28 miles from the nearest land for the night in a shipping lane off the North East coast of Australia，with all hands on board sleeping，was struck by a passing bulk carrier. Fortunately there were no casualties. The collision went unnoticed by the OOW and the lookout on the bulk carrier.
Available evidence indicates that proper radar and visual lookout was maintained on the bulk carrier. There could be several possible reasons for the pleasure craft not being observed on the bulk carrier: (i) pleasure craft presented a poor radar target; (ii) anchor light on the pleasure craft was too weak and did not comply with COLREGs; and (iii) reflection of moonlight from the water prevented the pleasure craft hull being seen from the bulk carrier bridge. Another contributory cause to the collision was the lack of a lookout on the pleasure craft which was anchored in a shipping lane at night.
Numerous collisions occur between large ships and small craft every year resulting from lack of proper lookout on one or both vessels. All watchkeepers need to be aware that small craft may not be readily sighted by radar or visually from the navigating bridge of large ships. The importance of proper lookout on all vessels，large and