- A.a clause of a contract
- B.an explanation of a clause in a contract
- C.requirement from a government
- D.an article of an international convention
- A.full freight
- B.half freight
- C.no freight
- D.reasonable freight
- A.a contract of carriage by which the carrier is entitled to carry certain amount of cargo in a specified time by any vessel or vessels either belonging to himself or to others
- B.a contract of carriage, such as Gencon
- C.a contract of trade
- D.a contract of sales
- A.the carrier
- B.the shipper
- C.the merchant
- D.all the parties concerned
- A.any port as directed
- B.any port as recommended
- C.any safe port which the Owners in their discretion may decide on
- D.the port or ports of origin
- A.the carrier
- B.the shipper
- C.the owner
- D.the consignee
- A.the weight
- B.the description
- C.the marks
- D.the damages
- A cargo of 1000 tons was actually shipped with the freight rate of US$10 per ton, but the shipper declared that it was 800 tons and the freight paid short accordingly. The carrier is entitled to claim from the shipper as liquidated damages the sum of US$
- A.2000
- B.8000
- C.4000
- D.10000
- A.raining hours shall be included in laytime
- B.if Sundays and holidays are actually used for loading or discharging, they shall be included in laytime
- C.laytime shall never include Sundays and holidays
- D.on no account shall Sundays and holidays be included in laytime
- A.trade name
- B.conventional name
- C.proper shipping name
- D.export name
- A.Chief Mate's remark on stowage plan
- B.Store list made by Chief Engineer
- C.Collision Report made by Master
- D.Repair List
- A.Hague Rules
- B.Peking Adjustment Rules
- C.SINOTIME
- D.BALTIME
- A.the cargo owner
- B.the Shipowner
- C.the shipper
- D.the receiver
- A.fearing the vessel being frozen in the Captain has liberty to discharge the cargo
- B.the vessel can stop discharging and leave the unloading port if the risk of being frozen in exists.
- C.the Captain has liberty to leave the discharging port if there is no risk of being frozen in
- D.the Captain deems it advisable to leave the discharging port
- A.be liable
- B.not be liable
- C.be paid
- D.not be paid
- A.fire-extinguishing medium
- B.a standard fire test
- C.a non-combustible material
- D.a fire main
- A.broken space
- B.dead weight
- C.constant
- D.dead freight
- A.detain
- B.be detained
- C.be detaining
- D.detains
- A.be handed
- B.be landed
- C.be mended
- D.be tended
- A.Ⅰ only
- B.Ⅱ only
- C.Both Ⅰ and Ⅱ
- D.Neither Ⅰ nor Ⅱ
- A.Stability Curve
- B.Deadweight Scale
- C.Table of Azimuth
- D.Freeboard Assignment
- A.moved
- B.labored
- C.drived
- D.went
- A.liberty
- B.liability
- C.possibility
- D.reasonability
- A.barratrous
- B.dangerous
- C.erroneous
- D.strenuous
- A.precluded
- B.included
- C.excluded
- D.diluted
- A.the tonnes of the displacement of a vessel in water of a specific gravity of 1.025 at summer load water line
- B.the difference in tonnes between the displacement in salt water at summer load waterline and the light weight of the vessel
- C.the cargoes in tonnes that can be loaded in a vessel at summer load water line
- D.the bale capacity in cubic meters of a vessel
- A.liquid chemicals in bulk
- B.solid chemicals in bulk
- C.chemicals in bulk
- D.cargoes in bulk
- A.The righting arms at various angles of inclination and displacement
- B.The metacentric height at large angles of heel
- C.The height of the center of buoyancy at various angles
- D.The metacentric radius at various displacements
- A.their package forms
- B.their natures
- C.their physical properties
- D.their chemical properties
- A.timber or steel rails
- B.locomotives or boilers
- C.railway passenger coaches
- D.motor vehicles
- A.send
- B.withdraw
- C.let go
- D.take off
- A.Lack of due diligence
- B.Restraint of princes
- C.Inherent vice
- D.Latent defect
- A.dry cargoes
- B.heavy cargoes
- C.delicate cargoes
- D.the cargoes bound for the first port of call
- A.the shipper
- B.consignee
- C.the shipowner
- D.consigner
- A.cease to be payable
- B.begin to be withdrawn
- C.continue to be payable
- D.be returned
- A.the cargoes shall be stowed in such positions that their vertical distances be greater than 3 meters
- B.the cargoes shall be stowed in different holds or compartments
- C.the cargoes shall be stowed in different holds or compartments between which there is at least a complete compartment
- D.the cargoes shall be stowed in different holds or compartments between which there is at least a complete hold
- A.Bill of lading
- B.Bill of exchange
- C.Mate's receipt
- D.Manifest
- A.Deviation
- B.Change
- C.Alteration
- D.Amendment
- A.Gencon
- B.Russwood
- C.Nype
- D.MERSAR
- A.Frame
- B.Deckbeam
- C.Stringer
- D.Keel
- A.International Maritime Dangerous Goods Carried by Sea
- B.International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
- C.International Convention for the Safety of Life at Sea
- D.International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk
- A.International Maritime Dangerous Goods Carried by Sea
- B.International Code for the Construction and Equipment of Ships Carrying Gases in Bulk
- C.International Convention for the Safety of Life at Sea
- D.International Regulations for Preventing Collisions at Sea
- A.A vessel shall proceed near the other vessel on her starboard side on the narrow channel since it is safe and practicable
- B.A vessel shall avoid proceeding near the starboard outer limit of a narrow channel as long as it is safe and practicable
- C.A vessel shall avoid proceeding along the channel because it is not safe and practicable
- D.A vessel shall proceed near the starboard outer limit of a narrow channel to the degree in which it is safe and practicable
- A.Chief Mate's remark on stowage plan
- B.Store list made by Chief Engineer
- C.Collision Report made by Master
- D.Repair List
- A.Whether she is normally a fishing or a trawling vessel
- B.Her gross tonnage
- C.Her length
- D.The type of gear she carries
- A.did not help each other to catch the line
- B.did not like to help each other to catch the line
- C.could not do anything to catch the line
- D.had no interests to catch the line
- A.the lieftboat was taken to the starboard quarter of the ship's boat
- B.the lifeboat is the same boat as the ship's boat
- C.it was very difficult to savage the boat in distress, but it was done
- D.The ship's boat was assisting the life boat to survive
- A.port of discharge
- B.port of sailing
- C.port of flag
- D.port of departure
- A.boat station
- B.fire station
- C.man overboard station
- D.collision station
- A.Demurrage
- B.Dispatch
- C.Days of readiness
- D.Laydays
- A.to load
- B.loading
- C.being loaded
- D.being loading
- 54
-
If the consignee fails to present the original bill of lading to the shipping company, ________ .
- A.he can get the cargo by paying the freight due
- B.he can get the cargo by claiming to the consignee
- C.he can get the cargo by giving a letter of indemnity
- D.he will never get the cargo
- A.bring
- B.bringing
- C.brought
- D.be brought
- A.he
- B.her
- C.the owner
- D.the shipper
- A.it shifted the burden of proof from the carrier to the shipper
- B.it shifted the burden of proof from the shipper to the carrier
- C.it denied the burden of proof
- D.it did not specify the burden of proof
- A.the Master,Officers and Crew
- B.Tackle, apparel and furniture
- C.provisions and stores
- D.all of above
- A.Mutiny
- B.Piracy
- C.Barratry
- D.Remuneration
- A.Ⅰ only
- B.Ⅱ only
- C.Either Ⅰ or Ⅱ
- D.Neither Ⅰ nor Ⅱ
- A.The Shipowner
- B.The Merchant
- C.The Carrier
- D.Both the Merchant and the Carrier
- A.FORECAST
- B.STORM WARNING
- C.GENERAL SITUATION
- D.MAP ANALYSIS
- A.the cargo
- B.the port
- C.the arrival
- D.the strike or lock-out
- A.GALE WARNING
- B.24 HOURS FORECAST
- C.SYNOPSIS
- D.STORM WARNING
- A.Typhoon
- B.Hurricane
- C.Baguio
- D.Willy-willy
- A.Ⅰ only
- B.Ⅱ only
- C.Both Ⅰ and Ⅱ
- D.Neither Ⅰ nor Ⅱ
- A.Chief Mate's remark on stowage plan
- B.Store list made by Chief Engineer
- C.Collision Report made by Master
- D.Repair List
- A.a necessary right
- B.an absolute observation
- C.an absolute obligation
- D.a possible solution
- A.have
- B.has
- C.are
- D.is
- A.Chief Mate's remark on stowage plan
- B.Store list made by Chief Engineer
- C.Collision Report made by Master
- D.Repair List
- A.FOBST
- B.FIOST
- C.FIOS
- D.FIO
- A.eliminates confusion with the final stowage plan
- B.shows the approximate amount of cargo to be loaded in each hold
- C.expedites the total operation
- D.requires an unproportional number of gang hours of work to discharge the cargo
- A.Land first sighted when vessel approaching from seaward
- B.Land last sighted when vessel leaving from a port
- C.in sight of one another when vessel underway
- D.in sight of an island during a ship on her voyage
- A.the Engine was not on slow ahead before Chief and 3rd Engineers went down
- B.the Engine was using diesel oil before Chief and 3rd Engineers went down
- C.the Engine was using fuel oil before Chief and 3rd Engineers went down
- D.the Chief and 3rd Engineers went into the Engine Room to operate the Engine
- A.MV RADIANT MED was told by MV CASABIANCA to reduce her speed
- B.MV CASABIANCA was told by MV RADIANT MED to reduce her speed
- C.MV CASABIANCA was reducing her speed but she could not wait for MV RADIANT MED
- D.MV RADIANT MED was reducing her speed but she could not wait for MV CASABIANCA
- A.Ⅰ only
- B.Ⅱ only
- C.Both Ⅰ and Ⅱ
- D.Neither Ⅰ nor Ⅱ
- A.absolute
- B.important
- C.decisive
- D.prima facie
- A.the customs
- B.the Register Bureau of shipping
- C.the shipyard fire department
- D.a certified gas chemist