What does this passage imply for the shipmasters when a general average incident occurred onboard ___________．

The security required by the owner of ship and provided by relevant interested parties in general average cases is for the purpose of _______．

① contributing to the losses and damages of general average nature；

② securing all the general average contributions；

③ Securing all the payment of Sue and Labour；

④ contributing to the losses and damages of particular average nature．

The ship agent mentioned in the passage behaves ______．

What does this passage imply for the shipmasters when a general average incident occurred onboard ___________．

It is inferred that ________．

材料：

Following a general average incident，ship agents and surveyors play a significant role．A ship agent，in addition to the normal duties of port and husbandry agency，will assist the master in the aftermath of a general average incident to make a declaration which complies with the local law and custom of the port．

Once the average adjuster has confirmed that security has been obtained from all the interested parties，the agent is instructed by the ship owner to permit delivery of the cargo．If cargo has been discharged to lighten the vessel，or cargo has been transshipped to a final destination，the agent will be responsible for keeping full and complete records of all movements and expenditure attributable to the general average． 

Except________，the existing crude oil tankers may operate with any of the following installations．

The latest date for an existing crude oil tanker of 60000 tons deadweight to install dedicated clean ballast tanks is ________．

材料：

Every new crude oil tanker of 20000 tons deadweight and above shall be fitted with a cargo tank cleaning system using crude oil washing．The Administration shall undertake to ensure that the system fully complies with the requirements of MARPOL within one year after the tanker was first engaged in the trade of carrying crude oil or by the end of the third voyage carrying crude oil suitable for crude oil washing，whichever occurs later．Unless such oil tanker carries crude oil which is not suitable for crude oil washing，the oil tanker shall operate the system in accordance with the requirements of that Regulation． 

Every existing crude oil tanker of 40000 tons deadweight and above shall be provided with segregated ballast tanks．Existing crude oil tankers may，in lieu of being provided with segregated ballast tanks，operate with a cargo tank cleaning procedure using crude oil washing unless the crude oil tanker is intended to carry crude oil which is not suitable for crude oil washing． 

Existing crude oil tankers may，in lieu of being provided with segregated ballast tanks or operating with a cargo tank cleaning procedure using crude oil washing，operate with dedicated clean ballast tanks in accordance with the provision of Regulation 13A of this Annex for the following period：for crude oil tankers of 70 000 tons deadweight and above，until two years after the date of entry into force of the present Convention；and for crude oil tankers of 40000 tons deadweight and above but below 70 000 tons deadweight，until four years after the date of entry into force of the present Convention． 

问题：

The author of this passage is a supporter on the side that ________．

材料：

The benefit to commerce of allowing stevedores and terminal operators to completely limit their liability is often put forward by supporters on their part．Such reasoning，however，ignores the fact that in the commercial world it is preferable for persons who cause damage to cargo to be held responsible for that damage．Otherwise they will continue to be negligent and will do nothing to alter their practices． 

Transferring the loss to the underwriters of cargo from the underwriters of the stevedores does not merely shift the cost of insurance．If the stevedores and terminal operators who have the care and charge of cargo do not act carefully when carrying out their duties，then responsibility for loss and damage to cargo will not only be shifted but that loss and damage will be increased as well．Nor are all cargoes or risks fully or even partially insured. 

Therefore，the premium of cargo insurance is so high that it has been estimated that not much more than fifty percent of shipments by sea on the North Atlantic are actually insured at all．It is a fundamental principle of GOOD business practice and of efficient，fair and low-cost insurance that persons who are responsible for losses should be held accountable，in some way，for those losses． 

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