航海英语听力与会话朗读

第一题 朗读（20分×1题）
Passage 1

Ladies and gentlemen. This is your captain speaking. I have the pleasure in informing you that all safety equipment is in full working order. The bow and stern doors are closed and secured. The vessel is in all aspects ready for sea. Please listen carefully to the safety instructions which follow. In the unlikely event of emergency, please obey the orders given on the public address system. Passengers are requested to read all notes and leaflets concerning safety regulations. All regulations concerning the vessel’s routine have to be obeyed. Safety regulations do not permit passengers to enter the following spaces:

--navigating room;

--engine room;

--maneuvering areas at the front and back end of the vessel;

--cargo rooms and compartments;

--service rooms;

--all areas and spaces marked “crew only”;

--all closed, sealed or roped off areas, spaces and rooms;

--car decks when the vessel is at sea.



Passage 2

International regulations require all passengers be assembled in a drill which has to take place within 24 hours of departure. A drill will be held to familiarize passengers with their assembly stations, with their life-saving equipment and with emergency procedures. All passengers must attend this drill. In case of emergency, seven short blasts and one prolonged blast will be given with the ship’s whistle and alarm system. Passengers will be taught how to act and behave in case of emergency.



Passage 3

Always remember that fire is the greatest hazard aboard ship. Always act immediately if you detect fire or smell fumes or smoke. Always inform a member of the crew if you detect fire or smell fumes or smoke. Be careful to extinguish cigarettes completely. Put used cigarettes in a container provided. Never smoke in bed. Never smoke on deck except in areas labeled as smoking areas. Never throw a cigarette overboard. The use of naked light and open fire is strictly prohibited. Never use an electric iron in a cabin. If you need to iron something, use the ironing room on the third deck. The key may be collected at the information desk.



Passage 4

Attention please! Attention please! This is your captain with an important announcement. I repeat, this is your captain with an important announcement. We have a minor flooding in the engine room. There is no immediate danger to our passengers or the ship and there is no reason to be alarmed. For safety reasons, we request all passengers to go to their assembly stations on deck and wait there for further instructions. Please follow the instructions given by the officers and crew. The damage control team is fighting the flooding. We also have radio contact with radio coast stations. As soon as I have further information, I will make another announcement. I ask you kindly to remain calm. There is no danger at this time.



Passage 5

When the general emergency alarm is sounded, which consists of

seven short blasts and one prolonged blast, all passengers have to go to their assembly station. Take your lifejackets and blankets with you. Lifejackets are stored in your cabins under your beds and at your assembly stations. You are encouraged to try on your lifejackets. All passengers must put on warm clothing; long trousers, long-sleeved shirts or jackets, strong shoes and head covering. All passengers with their lifejackets and blankets are requested to go to their assembly stations immediately. From your assembly stations you will be escorted to your lifeboats. All passengers are requested to carefully study the safety instructions behind their cabin doors. All passengers are requested to follow the escape routes shown. Do not use lifts.



Passage 6

Last year there were 63 incidents at sea. This included 10 spills, 2 of which resulted in pollution. Fourteen vessels grounded and 6 vessels collided in bad weather conditions. There were 20 reports of personal injury. These injuries usually occurred because seamen did not take care with machinery or because they did not wear the correct type of protective clothing. Seven ships reported fires on board during the year: in 2 incidents, the fires started in the galley, in another 2 incidents, fires started when chemical containers exploded; and in 3 incidents, the fires occurred because of electrical faults. On 4 occasions vessels lost power because the crew did not follow correct procedures during maneuvering. There were accounts of cargo contamination: 1 cargo of grain suffered from heat damage, and in the other case, water leaked into the hold and damaged a cargo of fruit.



Passage 7

This incident took place on board the MV Elga in January of this year. Some of our cargo of pipes broke loose on the deck when we were rounding the Cape of Good Hope in bad weather. There were high winds and visibility was very poor. At the time of the incident I was on watch on the bridge. The 2nd officer heard a loud banging noise and noticed the pipes were loose. I immediately informed the Captain who ordered a team to go on deck to tie and secure the pipes. The problem was caused by the severe movement of the vessel and some lashings breaking. The deck crews were able to lever the pipes into a secure position. We managed to lash the cargo down again sufficiently until the bad weather passed. There was very little we could do to ensure that this incident does not happen again. However, when bad weather is forecast, all lashings should be checked and, if necessary, extra lashings should be put in place.



Passage 8

It is a common belief among members of the public that piracy belongs to an era in which swashbuckling pirates played cat and mouse with sailing ship laden with gold. That piracy is a thing of the past, however, is a myth. The main point I’d like to make is that armed robbery is still a real threat to the shipping industry. The international maritime bureau reported that in

1994 there were 92 serious attacks on ships. Two years later in 1996, this figure rocketed to 174, and in 1997 the figure continued to rise dramatically to 252. Almost to combat this crime were made during the early 1990s and consequently the number of attacks decreased significantly. This decrease was due to two main factors. IMO missions were sent to problem areas and pressure was also exerted on countries whose waters were known black spots for pirate attacks.



Passage 9

Two types of compasses are used at sea, namely the gyrocompass and the magnetic compass. The gyrocompass is electrically driven and indicates the direction of the geographical or true north pole of the earth. When a gyrocompass has been started, some time must be allowed for it to settle down, and a ship’s gyrocompass should be started some hours before it is to be used. A gyrocompass may function correctly, but at the same time register a small, constant error known as gyro error. If the gyrocompass indicates a direction which is numerically larger than the true direction, the error is described as high, and conversely a numerically smaller reading is described as low.



Passage 10

Major coast radio stations all over the world transmit, at regular intervals and in code, weather information for ships within range. Weather information consists of ten parts, of which ships usually make use of three, that is, warning, synoptic situation and forecast. With weather information, mariners are able to keep away from disastrous weather at sea and reduce the danger a great deal. As terrible weather is predicted, ships can take precautions before hand, by delaying the voyage or seeking shelter in a safe place. If there is a high sea or long swell, they can take some measures to safeguard the cargo and the ship.



Passage 11

When the vessel approaches her designated berth at minimum steerageway, the approach to the quay is made at the smallest possible angle. With a heaving line the hawser is pulled from the vessel onto the embankment by line-handlers. The spring is fastened to a bollard, and while the engine is on half astern, the warping drum picks up the slack. To prevent the line from being fouled, the hawser or spring is led through the fairlead. The ship is then maneuvered along the embankment and fastened to bollards by headlines, stern lines, breast lines and springs. When leaving berth, casting off orders, engine room orders and helm orders are given by the pilot or the master. After having started the engines, the first order is “Standing by for letting go!”. When a line is cast off, the first order must always be “Slack away”, so that it will become possible to handle the hawser. The next casting off order will then be: “Heave away”, which means that the line can be pulled aboard. The sequence of casting off orders that can then be given depends on how the vessel has been berthed, and on the prevailing weather condition and currents.

Passage 12

One of the most important responsibilities of the first mate is to make sure that cargo will be properly loaded and stowed. Whether bulk cargo, general cargo, heavy cargo, containerized cargoes or refrigerated perishable cargo are carried, care must always be taken to ensure that a cargo will not in any way affect the vessel’s stability and jeopardize vessel, cargo and crew. Therefore a stowage plan must be made up before the loading of the cargo commences. Stevedoring (loading and discharging of cargo) must be done according to this stowage plan by a shore gang. A shore gang usually consists of a foreman and stevedores (longshoreman, as they are called in America), hatchway men, winch men, and a tally clerk.



Passage 13

There are five common kinds of injury on vessels. Seafarers sometimes break their arms and legs when they slip or fall. These accidents happen when they don’t wear safety boots or when decks are wet and oily. Seafarers also fall when ladders are not secure. To prevent broken arms and legs, it is important to wear safety boots. Seafarers sometimes strain their backs when they lift heavy objects. Back strain usually happens when seafarers lift objects alone or when they don’t use lifting equipment properly. To prevent back strain, it is important to lift properly. Seafarers sometimes suffer from burns when there is a fire, explosion or chemical spill. Seafarers need to be careful when they smoke or when they work with chemicals. To prevent burns, it is important to obey “No Smoking” signs and to handle chemical cargo safely. Seafarers sometimes suffer from cuts. They often cut their fingers when they are careless with sharp machinery. To prevent cuts, it is important to use safety guards and wear gloves. Seafarers sometimes injure their eyes when they work with machinery. Dust, sparks, and chemicals are very dangerous when they enter the eye. To prevent eye injuries, it is important to wear protective goggles.



Passage 14

The vessel was at anchor overnight while we were waiting for permission to enter the port. Two officers of watch were patrolling the deck but they did not notice anything unusual. They did not realize that while they were on watch, two stowaways were hiding in the lifeboat. One man escaped by jumping overboard while the other climbed down a rope ladder. Later, I received a phone call from the Coastguard at the port. He said that two men from my vessel were swimming towards the shore. He called the police and ordered a rescue boat to pick up the men. When the rescue boat went out, it picked up only one person. The other was nowhere to be seen. As yet, I have no further information about the two stowaways. The vessel will remain in port until port Authorities have searched the vessel and given clearance to depart. I am awaiting instruction from the immigration authorities about the procedure for repatriating the stowaway who is in police custody at present. The poli

ce are still searching for the missing stowaways.



Passage 15

The echo sounder sends a radio signal from the bottom of the ship to the seabed, from which it is reflected. The time taken to receive the reflected signal is a measure of the depth of water under the ship. The received pulse is displayed on a chart by a pen recorder so that the navigator can see the outline of the bottom over which the vessel is passing. A similar device is the sonar system, which uses high frequency sound signals. In sonar the sound signal can be sent ahead or sideways. The time for the echo to be sent back from an object, such as an underwater rock, is a measure of the object’s distance from the ship. The sonar system can also be used to measure the speed of the ship over the seabed.



Passage 16

The officer on watch (OOW) should ensure that the SOLAS requirements for the operation and testing of the steering gear are observed. Steering control of the ship will comprise manual steering, probably supplemented by an autopilot. At each steering position there should be a gyro repeater and rudder angle indicator and emergency back-up steering position, usually in the steering gear flat, is also required. If an autopilot is fitted, a steering mode selector switch for changing between automatic and manual steering, and a manual override control to allow the OOW to gain instant manual control of the steering, will be required. When operating an autopilot, the course to steer will need to be manually set on the autopilot and the autopilot will steer the course until a new course is entered.





Passage 17

A typical weather report normally include three parts: warning, synoptic situation and forecast. Gale warnings are usually issued when winds of at least force 8 or gusts reaching 43 knots are expected. Gale warnings remain in force until amended or canceled. However, if the gale persists for more than 24 hours after the time of origin, the warning will be re-issued. The term “severe gale” implies a mean wind of at least force 9 or gusts reaching 52 knots. Storm warnings are usually issued when winds of force 10 or gusts reaching 61 knots are expected. The term “imminent” implies within 6 hours of the time issue, “soon” implies between 6 and 12 hours, and “later” implies more than 12 hours. Hurricane warnings are issued in some parts of the world when winds of force 12 or above are expected.



Passage 18

Admiralty Notice to Mariners, weekly editions, contains information which enables the mariners to keep his charts and books published by the hydrographic department up-to-date for the latest reports received. In addition to all Admiralty Notices, they include all Australian and New Zealand chart correcting Notices, the selected temporary and preliminary ones. Copies of all Australian and New Zealand Notices can be obtained from Australian or New Zealand chart agents. The Notices are published in weekly editions, and

are issued by the hydrographic department on a daily basis to certain Admiralty chart agents. Weekly editions can be obtained gratis, or dispatched regularly by surface or airmail from Admiralty chart agents. Ports and authorities who maintain copies of Admiralty Notices to Mariners for consultation are listed on Annual Summary of Admiralty Notices to Mariners.



Passage 19

The master is the direct representative of the company. Decisions and actions taken by the master in his capacity are usually binding upon the company, and therefore the master must act to ensure that company’s interests are protected. The master has supreme command of the vessel and full authority under the law over all phases of vessel operations at all times. This authority under the law extends over all persons on board. The master is an at all times responsible for the seaworthiness and safety of the ship and for the safety of all personnel, cargo and equipment aboard. The master is responsible for the management of the certificates and documents related the vessel. The master is ultimately responsible for the safe handling and control of cargo during loading, transport and discharge.



Passage 20

Upon joining a vessel, the third officer must report to the master. The third officer must discuss with the officer being relieved that areas of the third officer’s responsibility, and inspect them promptly, preferably in the company of the officer being relieved. Anything found to be unsatisfactory must be reported to the master. The third officer is responsible to the master for the proper performance of his assigned bridge watchstanding and navigational duties. The third officer is responsible to the master through the first officer for watch duties pertaining to fire-fighting appliances and life-saving appliances and maintenance. The third officer is responsible for the care of the ship’s signaling equipment. The third officer is responsible to the master for maintaining and accounting for all training publications and training aids, including the movie projector, films, and other audio-visual equipment.

Passage 21

So many lives are lost every year due to accidents involving towing and morring ropes .

Please spare a few minutes to read this. It may save your life.

A. Always wear a safety helmet when on the deck of a tug, lighter or barge engaged in moring , cargo or towing operations.

B. Always wear shose（not slippers）when working on deck.

C. Never stand underneath an object being hoisted or deck.

D. Never stand within a bight of a rope.

E. Never stand close to mooring or towing ropse under strain . if they break, the backlash can be fatal.

F. Hoisting or lowering operations should always be carried out with a person at the controls. Failure to do so many cost you a limb or even your life.

G. Shackles and thimbles should never go through roller fairleads.The ropes may jump off and cause inju

ries.All ropes and wires should be inspected regularly, and renewed for wear and tear whenever necessary.

H.Always wear a lifejackt when working or walking on the deck of a barge or lighter during rough seas, rain or whenever the deck is wet. You may slip and fall into the water.



Passage22

Maritime communication comprises communications between vessels and coast-stations, intership communication and intraship communication (internal communication when the vessel is before casting off, leaving berth, loading or discharging, etc.) .

Vessels and coast-stations can communicate by means of Radio Telephony, Satellite, Digital Selective Calling (DSC) and Radio-Telex.

Categories of messages that can be transmitted and received are called ‘priorities’. They indicate the important of the message.

A DISTRESS ALERT indicates that there is serious and immediate danger for vessel, crew and passengers. A Distress Alert is also referred to as a ‘MAYDAY’.

An URGENCY message indicates that there is serious danger for vessel, crew and passenger. An Urgency Message is also referred to as a ‘PAN PAN’ message.

A SAFETY message indicates that there is imminent risk for navigation. A Safety Message is also referred to as a ‘SECURITE’ message.

A ROUTINE message is transmitted to ensure safe navigation. Routine messages refer to intership communication, exchange of data in port operations, communication between ships and Vessel Traffic Services, inshore radar stations, pilot stations, bridges and locks.



Passage23

A VHF-transceiver (transmitter + receiver) transmits and receives radio signals. The VHF is used to bridge short distances, is easy to operate and is allowed to be used both in territorial waters and inland waterways. Its receiver has a “push-to-talk button”. If the installation is a “simplex” radio, speaking and listening cannot be done simultaneously. When you wish to speak, you push the button; when you wish to listen, you release it. Before changing from speaking to listening, you say “over”.

VHF radio-communication can bridge about 40 miles. MF-or-HF radiotelephony is used to bridge 150 miles (MF) to 2000 miles (HF).

Reception of radio signals will not always be of high quality, and coverage will not always extend to the desired areas. This may of course have consequences for the safety of the vessel and her crew. These disadvantages of communication through speech have led to the introduction of Digital Selective Calling in maritime communication.



Passage 24

Weather-conditions have a great influence on the safety during a voyage and should always be taken into consideration in voyage-planning and when underway.

The state of the atmosphere is determined by various meteorological elements, such as temperature, humidity, cloudiness and fog, forms of precipitation, barometric pressure, and speed and direction of wind. All these elements may be referred to as “the weat

her”.

Humidity refers to the amount of water vapour in the air. Warm air is capable of containing a higher grade of moisture, or humidity, than cold air. The maximum amount of moisture that air can hold at a specific temperature is known as “saturation “.

Most clouds are the result of a rising mass of cool air .When the temperature of air falls, water vapour in the air will condense into droplets or ice crystals, thus forming clouds or fog.



Passage 25

Goods commercially transported by merchant ships include those:

A. Transported in bulk as solids, liquids or gas.

B. General cargo packaged in boxes, drums and other such containers.

The carriage of cargoes is what keeps the merchant ship running. Cargoes bring freight and this means we have an obligation to deliver the cargo in the same condition in which we received it. The contract of carriage , by whatever name it is called , is binding on the ship and the ships officers (as the ship owner’s representative ) who are given the responsibility to the load , handle , stow , carry , keep , care for and discharge the goods carried in accordance with the normal practice of the trade .

The process of carriage of various cargoes has been developed over the years by the shippers and the carriers. These processes take into account the nature, size and properties of cargo. Sometimes the ships were adapted to the cargo and at other times the cargoes got adapted to the ship. This development continues even today. Most specialized ships such as bulk carriers carrying bulk cargoes like gain , tankers carrying liquefied petroleum gases , chemicals , petroleum products , fruit juices , vegetable oil are still developing size as well as in sophistication and automation . Similarly containers are where cargoes got adapted to the ship.



Passage 26

Proceed to muster station to find out the type of emergency. Upon being intimated about the nature of emergency, stand by as per duty assigned to you and indicated in the ship’s procedures.

If you are on deck, shout“Man Overboard”. Try to attract attention of the bridge as an action of top priority if the ship is making way. Throw nearest lifebuoy at the man in water. Even an ordinary lifebuoy thrown in time might save his life. More people know about the man being overboard the better,especially if the ship is moving. This is because a sharp lookout right from the initial stage is very inportant. Lookout must be maintained from a high position,say navigational bridge.

In busy areas,it’s most important that you don’t collide with other ships. In restricted waters, it is most important that you don’t run rm Master and call additional hands to stand by and on forward station by sounding emergency alarm. Inform engine room.Switch on NUC signal(three red lights),even in daytime,hoist day signals subsequently.



Passage 27

Most fires are small to start with and can often to be extingu

ished by rapid application of a portable extinguisher or other appliance. Where it is possible to do this without risk of becoming trapped by flames or smoke, the person discovering the fire should take such action AFTER sending someone else to raise the alarm.

Greater caution is necessary where smoke is seen passing a closed door. Opening the door could cause the fire to flare up and spread rapidly making it impossible to close the door again. This action should therefore be avoided unless it is believed that there may be someone trapped inside in which case the door should only be opened after first feeling it make sure it is not hot, and then keeping low and opening it very carefully. If the compartment is thought to be unoccupied or if the door is hot, it is much safer to keep it closed until the Emergency Squad are ready with charged hoses.



Passage 28

Port State Control is the inspection of foreign ships in national ports to verify that the condition of the ship and its equipment comply with the requirements of international regulations and that the ship is manned and operated in compliance with these rules

Many of IMO’s most important technical conventions contain provisions for ships to be inspected when they meet IMO requirements.

These inspections were originally intended to be a back up to flag state implementation, but experience has shown that they can be extremely effective, especially if organized on a regional basis. A ship going to a port in one country will normally visit other countries in the region before embarking on its return voyage and it is to everybody’s advantage if inspections can be closely coordinated.



Passage 29

The International Ship and Port Facility Security Code (ISPS Code ) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States.

The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in the International Convention for the Safety of Life at Sea (SOLAS ). The Code has two parts, one mandatory and one recommendatory.

In essence, the C6de takes the approach that ensuring the security of ships and port facilities is a risk management activity and that, to determine what security measures are appropriate, an assessment of the risks must be made in each particular case.



Passage30

Protable extinguishers are carried to the fire area for a fast attack. However, they contain a limited supply of extinguishers agent . This needs to be taken into account, and other measures also launched at the same time. However , many a times , using the portable extinguisher controls the spread and saves the day .

The portable extinguishers are handy and are distributed near the likely seats of fire .However , as fire extinguishing agent is quickly expelled from the extinguisher conti

nuous application can be sustained for only a minute or less. For this reason , it is extremely important to back up the extinguisher with a hose line. If the extinguisher does not have the capacity to put the fire out completely ,the hose line can be used to finish the job. A crewman who is using an extinguisher cannot advance a hose line at the same time, so the alarm be must be sounded as soon as a fire is fire is discovered, to alert the ship’s personnel to the situation.