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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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.

自1898年以来，人们就一直遵循穿越北大西洋的推荐航线，随着船只的增多，船只相撞的风险也变大，尤其是在交汇点。《国际海上人命安全公约》(SOLAS)规定了某些航线的使用。这些路线随着季节的变化而变化，选择冬季或者夏季的路线，以避免易存在冰山的地区。这些航路通常显示在海图中，特别是小比例海图中，它们通常用于计算表中端点之间的距离。推荐路线包括或双向，由单向航线组成。双向航路通过岛屿和珊瑚礁之间的内陆航路等有限区域显示出最佳的航行特性。遵循这些航线的船舶可以避免与其他船舶正面相遇，且进行正常通行。单向航路通常出现在许多船只航行方向相同或相反的地区。他们的目的是分开对立的交通，以便大多数机动是超车情况，而不是更危险的会遇情况。

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.

在热带风暴期间，每艘在热带风暴地区航行的船舶均应时刻保持警惕，都应时刻保持警觉，留意其驶近的任何迹象，以便在尚有时间和空间的情况下，采取措施避开危险地带。根据《国际海上人命安全公约》，每一艘怀疑存在或正在形成热带旋转风暴的船只都有责任立即以其所掌握的一切手段通知其他船只和海岸当局。天气报告应通过无线电每隔一段时间发布一次，提供尽可能多的信息，尤其是气压计的读数。

关于海上风和天气的更详细的信息可以在每月的气象图集中找到，而有关具体地点的详细信息则在《英版航海指南》中给出。

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.

主浮力室应至少分成两个独立的舱，通过每个隔室上的单向充气阀充气。浮力舱的布置，须使在任何一个舱室受损或不能充气的情况下，完整的舱室须能在救生筏整个外围有干舷富裕的情况下，支撑救生筏额定容纳的人数，每个75公斤重量的人坐在他们正常的位置上。

救生筏应能由一人充气。救生筏应该使用无毒气体充气。充气应在- 30℃环境温度下，1分钟内完成。充气后，救生筏在满载全部人员和设备时应保持其形状。

每个充气室应能承受至少等于工作压力3倍的压力，并应防止通过安全阀或有限的气体供应达到超过工作压力2倍的压力。应提供保持工作压力的装置。

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.

主要问题之一是，在船员不知情的情况下，货舱空间可能会被淹没，特别是在能见度可能很低的恶劣天气条件下，船舶响应的任何变化都可能被风暴掩盖。从船舶结构的角度来看，对一艘载运矿石的散货船来说1号船舱的进水，会使得船首造成重大的剪切力。人们认为，在维护条件良好的船上，这应该是一种可以生存的情况。如果进水蔓延到邻近的2号货舱，随后的剪切可以使甲板前部下沉，船在风暴条件下的生存能力变得不确定。另一个也很重要，如果这是横向水密舱壁失效的结果，那么无论是在超压还是在压力下，冲击载荷都可能产生连锁反应，涉及舱口盖移位，舱壁坍塌等。几秒钟内,导致船体的瞬时损失浮力和船舶沉没。因此，了解船舱何时进水被认为是非常重要的。

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 configur

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