A．He set everything up with a rocket, then escaped but failed
B．He wanted to escape,
C．He escaped successfully D．He did his best to put out the fire but failed, then he escaped
71．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 the passage
72．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．Neither the dockyard nor the ship sent a fire watch with knowledge of the work 第二组：
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．
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D．Not mentioned in
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 safety 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．
73．In this passage, Unintentional Release of dangerous goods means primarily _____ of the goods．
A．accidental release B．proper release C．slow release D．emergency release
74．“Proper use of package-handling equipment and appropriate methods of stowage of dangerous goods” is an 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
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safety training
75．The Use of Personal Protective Clothing and Equipment is an item of safety training coveredby the ___．
A．Methods and Procedures for Accident Avoidance
B．Available Emergency Response Information and How to Use it
C．General Dangers Presented by the Various Classes of Dangerous Goods and How to Prevent Exposure to Those Hazards
D．Immediate Procedures to be Followed in the Event of an Unintentional Release of Dangerous Goods
76．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
35902
第一组：
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.
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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.
69. 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 anbills of lading.
D. he makes assertion that the rust is normal and will not affect its market value. 70. 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. 71. What do you think of the remark “partial damage to wrapper”?
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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.
72. 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 第二组：
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.
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