A．the transferee B．the shippers
C．holder of the bill of lading D．the owners and charterers
Passage 18 Fire on MT Casper Trader
Dear Sirs,
A fire broken out on the vessel under my command at about 0320 on 24th May 2008 ship’s time. The Second Engineer and Oiler were on watch in the engine room. The second mate and quartermaster were on the bridge.
The first the second mate knew of the fire was the sounding of the emergency alarm, which had been activated from the engine room. Shortly after the emergency alarm was sounded, the main engine stopped. At about the same time there was a blackout and the emergency power supply came on. The emergency alarm was disconnected to preserve power.
By about 0600, shortly after dawn, rescue vessels had begun arriving on the scene in response to an SOS sent by the Radio Operator shortly after the fire was discovered. By this time most, if not all, of the fire extinguishers had been discharged.
In mid-morning the fire still contained in the engine room, although smoke had begun to emerge from the pump room immediately forward of the engine room. Shortly after midday flames could be seen emerging from the top of the accommodation and I, together with the Italian crew members then left the vessel at about1230. MT Casper Trader was towed to Singapore for damage surveys. She arrived at Singapore at about 2340 24th May 2008.
Yours faithful,
Master of MT Casper Trader A.A. Christie
69. When the emergency power supply came on at the emergency, the alarm . A．was intentionally turned off B．accidently stopped
C．automatically switched off D．was continuing alarming 70. The vessel was abandoned at .
A．0320 B．0600 C．1230 D．2340 71. The SOS signal was sent by .
A．3/E B．2/O C．C/O D．R/O 72. It is inferred that the tanker was abandoned at .
A．0320 B．0600 C．1230 D．2340
Passage 19 Accident to Winchman
Dear Sirs,
With reference to your letter of 23rd inst., we utterly fail to understand your attitude in the matter, as it is clearly established that the accident was to the carelessness on the part of your winchman in use of the sling.
We immediately took the matter up with Chief Stevedore in charge and the full investigation on board has revealed that the matter is quite contrary to what is stated in your letter. In accordance with the investigation, the injured engaged in discharging work said that due warning was given by the hatch watcher just before the accident, by means of hailing as usual to call attention to those people down on the wharf the sling was lowering down; that the sling in question was lowered at normal speed; and that there was no trouble in the winch in use.
Therefore, we will not be responsible for any and all expenses, losses and damages resulted from or in connection with this accident.
Yours faithful,
Master of MT Green Lake, for and on behalf of TranCosi., Ltd
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73. The accident referred to in this passage was a case concerning .
A．injury of a person B．loss of and /or damage to cargo
C．cargo missing D．loss of and /or damage to ship 74. In accordance with the investigation the injury occurred in .
A．loading operation B．discharging operation C．underway at sea D．at anchor
75. In opinion of Master of MT Green Lake, the accident was by the fault .
A．that the sling in question was lowered too fast
B．that there was some trouble in the winch in use C．of lacking of proper warning D．on the part of the stevedores 76.It is inferred that 。
A．Master of MT Green Lake would not accept any liability for the accident B．the previous accident report was prepared by the ship
C．the previous accident report was made in ambiguous language(含糊不清的语言)
D．the previous accident report was made so complicated that Master of MV Green Lake could not understand
Passage 20 ISM Code
The International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) addresses the responsibilities of the people who manage and operate ships and provides an international standard for the safe management and operation of ships and for pollution prevention.
The application of the ISM Code should support and encourage the development of a safety culture in shipping. Success factors for the development of a safety culture: commitment, values and beliefs.
The Code established safety-management objectives and requires a safety management system (SMS) to be established by “the Company”, which is defined as the ship owner or any person, such as the manager or bareboat charter, who has assumed responsibility for operating the ship. The Company is then required to establish and implement a policy for achieving there objectives. This includes providing the necessary resource and shore-based support.
77. Of the following, is/are not the success factors(s) for the development of a safety culture.
A．commitment B．values C．beliefs D．objectives 78. The Company refers to any items of the following except .
A．the shipowner B．the manager
C．the bareboat charterer D．any person who made claims against owners
79. The Company is required to establish and implement to ensure safety at sea, prevention of human injury or loss of life, and avoidance of damage to the environment, in particular, to the marine environment, and to property.
A．objective B．policy C．safety culture D．resource 80. is the best title of this passage.
A．Safety management objectives B．A shipping policy C．Safety culture in shipping D．What the ISM code is
Passage 21 ISM and Paperwork文书工作
As an EX Ship Inspector for a leading P& I Club, I have seen more than my fair 公正的share一份（我通常所见的） of SMS and associated paperwork. Since the demise 终止of the radio officer, that traditional stalwart
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忠实的拥护者 who assisted with the Master’s Paperwork, time constraints强制 and the burden负担 of additional duties & responsibilities have left minimum time for the master & officers to adequately fulfill履行 their duties in a timely 及时的manner态度.
I have seen sharp practice 不正当的行为with required Paperwork for the SMS but it is humanly understandable to see how it arises发生. Boarding a vessel as soon as the gangway was lowered in Rotterdam, I climbed to the bridge and awaited there: the master was busy to finish his operations concerning SMS; the C/E and C/O were with theirs; the 2/O was on the bridge calmly completing the pre-sailing checklist. No actions were actually taken, just the necessary boxes ticked off 用记号钩出，简略地描述with such mundane 平淡的items as steering gear testing.
There are many of you out there who have probably seen similar, if not worse activities. Well I now believe the time is right to have technology assist the master & officers to complete their duties and responsibilities in keeping the Paperwork up to date.
81. The EX Ship Inspector about SMS and associated Paperwork.
A．has seen many thing B．has seen something that he should not see C．has seen some unfair things D．has to share the things he has seen 82. It is implied that .
A．without R/O, the master & officers are much busier than before B．the R/O keeps the master & officers are much busier than before
C．the R/O is a burden for the master & officers
D．the R/o has left minimum time for the master & officers to adequately fulfill their duties in a timely manner
83. When the EX Ship Inspector climbed to the bridge, the master & officers .
A．did not see him because they were busy with their own things about SMS
B．did not welcome him because he came to inspect the ship C．pretended not having seen him
D．ignored him because they think paperwork more important
84. The EX Ship Inspector has the idea that .
A．he is going invent a technology to assist the master & officers to complete their duties and responsibilities
B．the paperwork would substantially create safety and quality C．SMS makes him see more things D．SMS has raised too much paperwork
Passage 22 DPAs and Their Enthusiasm
While I agree that training is a good idea, I think it is also important to identify the person who actually wants to carry out the important role; one volunteer志愿者 is worth a thousand pressed men. My recent experience with appraising 评估ISM systems is that there are many DPAs (designated person ashore) who have fallen堕落 into this role but in many cases are less than enthusiastic 热心于about it.
Recently I found one company with the DPA wearing dual 双重的hats of Technical Superintendent 技术上的主管and DPA. You may appreciate 重视there could be a conflict of interest 利益冲突but more important in this case the Technical Superintendent had no interest in being DPA; unsurprisingly ISM in this company was in need of some fairly major restructuring.
I feel that we have spent enough time concentrating on 专心于 the standards of the seafarers and it is about time the Industry started to look at the standards of its shore management.
85. In the company referred to in the passage , .
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A．the Technical Superintendent changed his job to work as DPA B．DPA changed his job to work as the Technical Superintendent C．the Technical Superintendent and DPA is the same person
D．both the Technical Superintendent and DPA are wearing the same hat
86． In the author’s opinion, .
A．training plays more important role B．enthusiasm plays more important role C．both training and enthusiasm are important D．enthusiasm can be raised through training 87． It is implied that their job.
A．no DPAs are interested in B．few DPAs are interested in C．all DPAs are interested in D．some of DPAs do not like 88. In accordance with this passage, is not an implied suggestion.
A．we have placed too much concentration on the standards of the seafarers
B．the standards of shore management were ignored do certain
C．we shall use more efforts to reinforce 加强shore management
D．the standards of shore management were high enough to support maritime Industries
Passage 23 Releasing of Detained Ship Master
A detained 留滞ship master will only be released once the PSCO is satisfied that the deficiencies found have been properly rectified改正. In cases where some repairs cannot be carried out in the port of detention, the PSCO may allow the ship master to proceed to a repair yard as long as adequate temporary repairs are made and it is safe for the ship master to make the voyage. If the vessel does not comply with conditions of the release解除, it will be liable to be refused to access to有权使用 all Tokyo MOU 备忘录(memorandum of understanding) ports. In order to lift the ban查封, the vessel needs to be re-inspected to confirm that the ship master, complies with conventions. The banning provision has also been extended to cover ship masters, which are required to comply with ISM Code. A ship master without ISM Certificate on board must be detained. However, if no other deficiencies warranting detention are found, the detention may be lifted to avoid port congestion.
89.In case where some repairs cannot be carried out in the port of detention扣押, the ship master .
A．must be detained B．must be released to avoid port congestion C．may be allowed to proceed to another repair yard D．may be allowed to request reinspection 90. If no other deficiencies warranting detention expect carrying no ISM Certificate on board, .
A．the detention may be lifted to avoid port congestion B．the ship master shall proceed to a repair yard
C．the ship master must be detained D．the ship shall be repaired
91. In order to lift the ban the vessel needs to be .
A．detained B．scraped C．confirmed
D．re-inspected to confirm that the ship master complies with conventions 92. It is inferred that if a ship refused by one port, .
A．she will not be allowed to proceed to a repaired B．she will be scraped
C．other Tokyo MOU ports are liable to accept her D．all other Tokyo MOU ports will not accept her
Passage 24 The Role of PSCO
The role of the PSCO, in deciding the detentions of the ship master, is very delicate. The decision to detain a vessel is based on the professional judgment of the PSCO. If deficiencies are revealed on a PSCO inspection, which are clearly “hazardous to safety and environment” the PSCO must ensure that those deficiencies are
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removed before the vessel is allow to sail. The authority may, in practice will, detain the vessel in order to ensure that deficiencies are rectified. Despite the guidelines provided to assist PSCO to make that judgment there is a subjective element in a PSCO’s judgment that deficiencies are clearly hazardous to warrant a detention. A PSCO may detain a vessel if there is one deficiency of such serious nature that if warrants the vessel’s detention, or if there is a combination of deficiencies, which may not warrant detention if viewed individually but when viewed together with other deficiencies, they are seriously sufficient to warrant a vessel’s detention.
93. A vessel may be detained due to .
A．a deficiency of serous nature that it warrant the vessel’s detention
B．a revealed deficiency C．a rectified deficiency D．a removed deficiency
94. If deficiencies are clearly “hazardous to safety and environment”, the vessel shall be .
A．detained B．removed C．viewed D．revealed 95. is an influencing factor in a PSCO’s judgment.
A．Adjective element B．Subjective element C．Projective element D．Objective element 96. It is inferred that is a vessel has deficiencies which, viewed individually, do not warrant detention, she .
A．should proceed to a repair yard B．should be released
C．may not be detained D．may still be detained
Passage 25. The Detention of a Ship
As the detention of a ship is serous matter involving many issue, it may be in the interest of the PSCO to act with other interested parties. For example, the Officer may request the owner’s representative 代表，代理人to provide proposals提议 for correcting the situation. The PSCO may be also consider co-operating with the Flag State Administration’s representative or recognized organization responsible for issuing the relevant 有关的certificates, and consulting 查阅them regarding their acceptance of the owner’s proposals and their possible additional requirements. Without limiting the detention扣押 PSCO’s discretion随意 in any way, the involvement涉及 of other parties could result in a safer ship, avoid subsequent 随后的arguments relating to the circumstances of the detention, and prove advantageous in case of litigation 诉讼involving “undue delay”. 不当的延误
97. PSCO requesting the owner’s representative to provide proposals for correcting the situation is .
A．a limit of the PSCO’s discretion
B．a consideration of co-operating with the Flag State Administration’s representative C．a consideration of co-operating with the recognized organization
D．an acceptance of the owner’s proposals
98. is not an interested party involved in the matter of the detention of a ship.
A．The owner B．The Flag State Administration
C．The recognized organization D．The port state
99. It is implied that the PSCO’s discretion should be .
A．made involving owner’s representative B．made involving “undue delay” C．limited in any way D．limited
100. Limiting the PSCO’s discretion in any way, the involvement of other parties could .
A．result in a safer ship
B．avoid subsequent arguments relating to the circumstances of the detention C．prove advantageous in case of litigation involving “undue delay”
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