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出门在外也不愁[转载]航海英语听力与会话评估（会话资料）
（此答案是经过多位航海英语老师完成的，请用于学习备考中，请勿用于其它目的！！！）
航海英语听力与会话二/三副评估：会话答案（第三版）
航海英语听力与会话评估分为听力和会话两部分，考试时间为1小时。听力部分共100分，有三道题：第1题单句30分（3分&10小题）），第二题对话30分（3分&10小题），第3题短文40分（2.5分&16小题,
四篇短文)。会话部分共100分，有三道题：第1题朗读20分，第二题口述20分，第3题问答60分（6分&10小题）。听力和会话部分需同时达60分，整个航海英语听力与会话评估才视为合格。
航海英语听力与会话评估题库共有12章。听力部分单句&&
题，对话&&
题，短文&&
题。会话部分朗读30篇，口述&
题，问答&&&
题。根据评估大纲:无限航区二/三副（995）不考第2章进出港业务。
朗读（20分&1题）
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:
--maneuvering areas at the front and ba
--cargo ro
--all areas and spaces marked “crew only”;
--all closed, sealed or roped off areas,
--car decks when the vessel is at sea.
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.
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.
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.
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
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.
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
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.
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
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
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
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
police 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
Always& wear a safety helmet when on the deck of a
tug, lighter or barge engaged in moring , cargo or towing
operations.
Always wear shose（not slippers）when working on deck.
Never stand underneath an object being hoisted or deck.
Never stand within a bight of a rope.
Never stand close to mooring or towing ropse under strain . if they
break, the backlash can be fatal.
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 injuries.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
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’
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
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,
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
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
weather”.
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
Transported in bulk as solids, liquids or gas.
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 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
extinguished 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
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
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.
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 continuous 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.
leaflet [5li:flit]
n.小叶, 传单;
routine [ru:5ti:n]
n.常规, 日常事务;
assemble [E5sembl]
vt.集合, 聚集;
familiarize [fE5miljEraiz]v.熟悉;
whistle [wisl]
hazard [5hAzEd]
fume [fju:m]
n.(浓烈或难闻的)烟, 气体;
cigarette [si^E5ret]
n.香烟, 纸烟;
prohibit [prE5hibit]
vt.禁止, 阻止;
iron [5aiEn]n.熨斗;
announcement [E5naunsmEnt]
n.宣告, 发表;
minor [5mainE]
adj.较小的,轻微的；
immediate [i5mi:djEt]
adj.紧接的, 立即的；
blanket [5blANkit]
escort [is5kC:t]
v.护卫, 护送,
lift [lift]n. 电梯
incident [5insidEnt]
n.事件, 事变；
injury [5indVEri]
occur [E5kE:]
vi.发生, 出现;
machinery [mE5Fi:nEri]
n.[总称] 机器, 机械;
contamination [kEn7tAmi5neiFEn]
n.玷污, 污染;
Cape of Good Hope
visibility [7vizi5biliti]
n.能见度；
bang [bAN]
n.重击, 突然巨响
v.发巨响, 重击；
severe [si5viE]
adj. 剧烈的, 严重的;
lever [5li:vE, 5levE]
sufficiently[sE5fiFEntli]
adv.十分地, 充分地;
forecast [5fC:kB:st]
vt. 预测, 预报;
piracy [5paiErEsi]
n.海盗行为;
era [5iErE] n.时代;
swashbuckling [5swCF7bQkliN]
adj.恃强凌弱的;
pirate [5paiErit]
laden with载满;
myth [miW]
n.神话,虚构的故事;
bureau[5bjuErEu]
n.&美&局, 办公署;
consequently [5kRnsikwEntli]
adv.从而, 因此;
exerted [i^5zE:tid]
geographical [7dViE5^rAfikEl]
adj. 地理的；
register [5redVistE]
vt.记录, 登记；
conversely [5kRnvE:sli]
adv.倒地,逆地
synoptic situation
[si5nCptik]
大势报告；
mariner [5mArinE]
n.航海人员；
disastrous [di5zB:strEs]
adj.具有灾难性的；
predict [pri5dikt]
v.预知, 预言, 预报；
designated指定的；
steerage [5stiEridV]
n. 操纵, 驾驶；
quay[ki:] n.码头；
embankment [im5bANkmEnt]
n.堤防, 筑堤；
warping drum
sequence [5si:kwEns]
n.次序, 顺序, 序列;
perishable cargo
鲜货, 易腐货品;
jeopardize [5dVepEdaiz]v.危害;
commence [kE5mens]
v.开始, 着手;
hatchway [5hAtFwei]
tally clerk n.理货员;
slip [slip]
vi. 滑倒, 失足;
boots [bu:ts]
strain [strein]
vt.扭伤, 损伤;
glove [^lQv]
protective goggles
overnight[5EuvE5nait]
adj.通宵的, 晚上的；
patrol [pE5trEul]
v.出巡, 巡逻；
stowaway [`stEJE9wei]
repatriate [ri:5pAtrieit]v.遣返;
custody [5kQstEdi]
sonar [5sEunB:]
n.声纳, 声波定位仪
frequency [5fri:kwEnsi]
n.频率, 周率
sideways [5saidweiz]
adv.向一旁, 向侧面地
comprise [kEm5praiz]v.包含；
supplement [5sQplimEnt]
gyro repeater
rudder angle indicator
舵角指示器；
autopilot [5C:tEpailEt]
n. 自动驾驶仪
gale warning
gust [^Qst]n.阵风;
amend [E5mend]
v.修正, 改进, 改正;
imminent [5iminEnt]
adj.即将来临的, 逼近的;
hurricane warning
[5hQrikEn]
Admiralty Notice to Mariners
[5AdmErElti]
英版航海通告；
hydrographic [9haidrEJ`^rAfik]adj.与水道测量有关的;
temporary [5tempErEri]
adj.暂时的, 临时的;
preliminary [pri5liminEri]
adj.预备的, 初步的;
gratis [5^reitis]
adj.免费的;
annual summary
representative [7repri5zentEtiv]
capacity [kE5pAsiti]
n. 才能, 能力;
supreme [sju:5pri:m]
adj. 极大的, 最高的;
phase [feiz] n.阶段&;
ultimately [5QltimEtli]
adv.最后, 终于
preferably [5prefErEbli]
adv.更适宜&;
pertain to
v.属于, 关于,;
projector [prE5dVektE]
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