张树超应完成的翻译部分

PASSAGE 1

Recommended routes across the North Atlantic have been followed since 1898, when the risk of collision between increasing numbers of ships became too great, particularly at junction points. The International Convention for the Safety of Life at Sea (SOLAS) codifies the use of certain routes. These routes vary with the seasons, with winter and summer tracks chosen so as to avoid iceberg prone areas. These routes are often shown on charts, particularly small scale ones, and are generally used to calculate distances between ports in tables. Recommended routes consists of single tracks, either one-way or two-way. Two-way routes show the best water through confined areas such as inland routes among islands and reefs. Ships following these routes can expect to meet other vessels head-on and engage in normal passings. One-way routes are generally found in areas where many ships are on similar or opposing courses. They are intended to separate opposing traffic so that most maneuvers are overtaking situations instead of the more dangerous meeting situation.

PASSAGE 2

Every ship navigating in an area subject to tropical storms during the season of their occurrence should be constantly on the alert for any sign of their approach so that steps can be taken to avoid the danger zone while there is still time and sea-room.

In accordance with the International Convention for Safety of Life at Sea it is the duty of every ship which suspects the presence or formation of a tropical revolving storm immediately to inform other vessels and shore authorities with all the means at her disposal. Weather reports should be made by radio at frequent intervals, giving as much information as possible, especially barometer readings.

More detailed information regarding oceanic winds and weather can be found in the Atlases of Monthly Meteorological Charts, while detailed information relating to specific localities is given in the Admiralty Sailing Directions.

PASSAGE 3

The main buoyancy chamber shall be divided into not less than two separate compartments, each inflated through a non-return inflation valve on each compartment. The buoyancy chambers shall be so arranged that, in the event of any one of the compartment being damaged or failing to inflatable, the intact compartments shall be able to support, with positive freeboard over the liferaft rsquo; s entire periphery, the number of persons which the liferaft is permitted to accommodate, each having a mass of 75 kg and seated in their normal positions.

The liferaft shall be capable of being inflated by one person. The liferaft shall be inflated with a non-toxic gas. Inflation shall be completed within a period of 1 min at an ambient temperature of - 30 ℃. After inflation the liferaft shall maintain its form when loaded with its full complement of persons and equipment.

Each inflatable compartment shall be capable of withstanding a pressure equal to at least 3 times the working pressure and shall be prevent from reaching a pressure exceeding twice the working pressure either by means of relief valves or by a limited gas supply. Means shall be provided for maintaining the working pressure.

PASSAGE 4

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.

PASSAGE 5

The bulk carrier, long recognized as the workhorse of the world merchant fleet, has over the years had its design refined and optimized on the basis of previous successful experience. This provided what many considered to be a relatively uncomplicated and safe structural configuration.

Recently, and regrettably with loss of human lives, a series of tragic ship losses has focused the attention of the marine industry and the public on the performance and inherent safety of this ship type.

Extensive research and development, principally by the major classification societies, has highlighted the possible causes of the bulk carrier losses and brought about necessary changes to the design and scantlings for new ships. For existing ships, improvements to safety are anticipated through the enforcement of the aft transverse watertight bulkhead, and the double bottom structure in way of the foremost cargo hold, the introduction of a more rigorous survey regime and greater attention to operating procedures, particularly during cargo loading and discharge, in order to avoid overstressing of the structure or mechanical damage.

PASSAGE 6

The ship is equipped with a comprehensive fire protection and fire fighting installation including water and CO₂ high pressure systems, and portable fire extinguishers are provided throughout the

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思瑞彬翻译部分

PASSAGE 58

During the watch the course steered, position and speed shall be checked at sufficiently frequent intervals, using any available navigational aids necessary, to ensure the ship follows the planned course. The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and navigational equipment on board the ship and shall be aware and take account of the operating limitations of such equipment.

The officer in charge of the navigational watch shall not be assigned or undertake any duties which would interfere with the safe navigation of the ship. Officers of the navigational watch shall make the most effective use of all navigational equipment at their disposal.

When using radar, the officer in charge of the navigational watch shall bear in mind the necessity to comply at all times with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea, in force.

在进行航行值班的过程中，应当确保在足够的时间间隔中检查船舶的速度和位置，必要时运用任何有效的助航手段来确保船舶在按照计划航向行驶。负责航行值班的驾驶员应当对船上的安全和航行仪器设备拥有充分的了解，并且应当知道和考虑到这些仪器设备的操作限制。

负责航行值班的驾驶员应当不被指定或者承担任何会影响船舶航行安全的任务。值班驾驶员在值班时应当最有效地使用所有助航设备仪器。

当使用雷达时，值班驾驶员应该铭记在任何时候都必须遵守现行的《国际海上避碰规则》所刊载的有关于雷达的使用规定。

Lesson 3 MARPOL Convention

PASSAGE 60

During a recent call to the US, crew members aboard a Gard entered vessel were served with Grand Jury Subpoenas for the purpose of criminal law investigations of shipboard garbage management practices. In addition to crew testimony, records were demanded pertaining to the storage and disposal of rubbish, refuse, plastics and waste.

Violations of MARPOL in the United States can result in criminal fines and penalties against the vessel operator of up to USD 500,000 each violation and up to USD 250,000 and/or a jail term for individuals. There are also additional criminal provisions under US law for illegal discharges within US territorial waters, including the exclusive economic zone.

The USCG and Justice Department are increasingly investigating and prosecuting environmental crimes and MARPOL violations. Members should anticipate inspection of all vessel waste management practices during port state control inspections in the United States, including waste oils as well as garbage. Members should ensure that vessels are not dumping food waste contained in plastic bags.

在最近的一次对美国的呼叫中，在一艘名为GARD的进港船舶的船员收到了大陪审团的传票，为了对船舶上的垃圾管理进行刑事调查。除了船员的证词之外，要求提供有关存放和处置垃圾、塑料和废弃物的记录。在美国，违反MARPOL公约的行为可能导致对船舶经营者的刑事罚款和罚款，每次违法行为最高可处以500,000美元的罚款，个人最高可达250,000美元和（或）监禁。根据美国的法律，还有其他关于在美国的领海区域内包括专属经济区非法排放物的刑事规定。

USCG和司法部正在越来越多地调查和起诉环境犯罪和对MARPOL的侵权行为。 会员应在美国港口国监督检查期间，对所有船舶废物管理实践进行检查，包括废油和垃圾。 成员应确保船只不倾倒塑料袋中的食物垃圾。

PASSAGE 61

Annex V of the MARPOL Convention is an International Convention providing for a cleaner, safer marine environment. It is therefore illegal for any vessel to dump plastic garbage including synthetic ropes, fishing nets and plastic garbage bags anywhere in the oceans or navigable waters. Violations of these requirements may result civil penalties being imposed upon offenders in the form of fines and/or imprisonment, as determined by current National Legislation. Garbage must be disposed of as described in the ships garbage management plan and details of all garbage disposals must be kept in the garbage record book. In the special areas listed below, it is illegal to discharge garbage of any kind. Expect for food waste, ground to less than 25 mm, which may be discharged beyond 12 miles offshore. (The Mediterranean Sea area, the Baltic Sea area, the Black Sea area, the Red Sea area, the Gulfs area, the North Sea area, the Antarctic area, and the Wider Caribbean area. )

Additionally further local regulations may apply in various National Waters. For example; the Great Lakes area, certain areas around the United Kingdom and the North Eastern coast of Australia.

MARPOL公约附件五是一项为了更清洁，更安全的海洋环境的国际公约因此，任何船舶在海洋或通航水域的任何地方倾倒塑料垃圾，包括合成绳，渔网和塑料垃圾袋都是非法的。违反这些要求可能会导致犯罪者受到现行国家法律确定的罚款和/或监禁形式的民事处罚。垃圾必须按照船舶垃圾管理计划中的说明进行处理，所有垃圾处理的详细信息必须保留在垃圾记录簿中。应当将食物残渣粉碎到小于25毫米，并可能在离岸12英里以外的地方排放。 （地中海地区，波罗的海地区，黑海地区，红海地区，海湾地区，北海地区，南极地区和大加勒比地区。）

另外的，其他地方法规可能适用于各种国家水域。例如;大湖区，英国周围的某些地区以及澳大利亚的东北海岸

PASSAGE 62

The discharge into sea of substances in Category A as defined in Regulation 3 of this Annex or of those provisionally assessed as such or ballast water, tank washings, or other residues or mixtures containing such substances shall be prohibited. If tanks containing such substances or mixtures are to be washed, the resulting residues shall be discharged to a reception facility until the concentration of the substance in the effluent to such facility is at or below the residues concentration prescribed for that substance in column IH of Appendix II to this Annex and until the tank is empty. Provided that the residue then remaining in the tank is subsequently diluted by the addition of a volume of water of not less than 5 per cent of the total volume of the tank , it may be discharged into the sea when all the following conditions are also satisfied_: The ship is proceeding en route at a speed of at least 7 knots in the case of self-propelled ships or at least 4 knots in the case of ships which are not self-propelled; The discharge is made below the waterline, taking into account the location of the seawater intakes; and The discharge is made at a distance of not less than 12 nautical miles from the nearest land and in a depth of water of not less than 25 meters.

禁止将本附件第3条所定义的A类物质或经临时评估的此类物质或压载水，洗舱水或其他残留或含有此类物质的混合物排入海洋。如果要清洗装有此类物质或混合物的储罐，则应将产生的残留物排放到接收设施中，直到流入该设施的废水中的物质浓度等于或低于附录IH栏中针对该物质规定的残留物浓度为止。本附件的第二节，直到液舱为空。如果随后通过添加不少于储罐总体积的5％的水来稀释留在储罐中的残留物，则当同时满足以下所有条件时，也可以将其排入海中：自动式船舶以至少7节的速度航行，非自动式船舶以至少4节的速度航行；考虑到海水取水口的位置，排水是在水线以下进行的；距离最近的陆地不少于12海里，且水深不少于25米 剩余内容已隐藏，支付完成后下载完整资料

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