Maritime English Learning Tool I

7/26/2019 Maritime English Learning Tool I

1/28

1 MarEngPrimera Parte

Ingls Martimo. Creado a partir y como complemento de http://mareng.utu.fi/index.html, adaptacin a PDF, difusin gratuita.

En color aulte!to disponi"le en formato audio mp#.

Bengala de Mano


2/28

$ MarEngPrimera Parte



UNIT 0

A Voyage on the MS Marina00 01You are about to set out on a sea voyage on the Marina, amulti-purpose dry cargo ship of 12,000 DWT. During thevoyage you will learn about life and work at sea, about themaritime field as a whole and most important of all you willlearn maritime English. So welcome on board and join us foran adventure at sea!

The Marina00 02The Marina is a multi-purpose dry cargo vessel of 12,000DWT. She carries general cargo e.g. metal in coils, and bulkcargo such as grain, coal, ore, fertilizers, timber and 20and40containers. She has her own cranes and derricks forloading and unloading the cargo. She was built in 1992 atthe Wrtsil Shipyard.

Length: 137 metersBreadth: 22 meters

Draught: 7.5 metersSpeed in full load: 17 knots

The Route00 03We are going to follow the Marina on its voyage from thePort of Santander in Spain to the Port of Kotka in Finland onthe Gulf of Finland. The voyage will introduce us to many ofthe aspects of maritime work and l ife.

Captain James and His CrewThey are going to guide you through the ups and downs of a

journey on board a modern merchant vessel.Let us hear what they have to tell us about themselves.

00 04Hello, Im Captain Andrew James, the Master on the Marina.Im very pleased you can join us on our voyage from thePort of Santander in Spain to the Port of Kotka on thesouthern coast of Finland. I live in Weymouth, which is asmall town on the south coast of England. My familyincludes my wife Emma, and two children, my son Fred,aged 15 and my daughter Marlene who is now 9 years old.We live in a house with a large garden and a view of thesea. My wife is a great gardener; I prefer to stick to the seamyself. I have a yacht called the Diana and our family oftengo sailing during the summer. I l ike reading Im especiallykeen on historical biographies and I like playing chessduring my free time.

The Chief Mate John AndersenBorn in Copenhagen; Denmark. Single. Lives inCopenhagen. Hobbies: sailing, music, especially jazz,cooking.00 06Hello! I live in Copenhagen the wonderful capital ofDenmark; friendly old Queen of the Sea. I love myCopenhagen with its colorful downtown centre, its richcultural life, cosy restaurants and hectic night life. I am

single but I have a large circle of friends. We often meet, goout for a night on the town or go sailing together in thesummer. I play the saxophone and belong to a group thathas regular jamming sessions. During my years at sea Ivevisited many different cultures. I enjoy cooking and am verymuch into Asian food - Indian, Thai and Chinese cooking. Ilike inviting a few friends over for dinner. Im happy with mysingle life at present but in the future I want to settle downwith the right girl and have a family.

00 07The First Mate Friedrich ErdmannHello! My name is Friedrich Erdmann and Im the First Mateon the MS Marina. I was born in Stralsund on the island ofRgen. My family have been sailors for generations, so itwas an easy choice for me to start my nautical studies andgo to sea. I have worked on many kinds of vessels, like oiltankers, Ro-Ro vessels, reefers and now on the Marina, amulti-purpose dry cargo vessel. I am 35 years old and havea wife and two children. I enjoy working on the Marina as

her route takes her to the Baltic Sea, which is home for me.The Baltic may not be one of the great oceans but its waterscan be quite tricky both in summer and winter and require agreat deal of seamanship.

The Chief Engineer Tom McPheeBorn in Aberdeen Scotland. Family: wife Anne and a son Ianaged 6. Hobbies: mountain trekking, riding, cabinetmaking.00 08Hello, Im Tom McPhee. Im a true Scot; I like my whisky,Scottish dancing, and the traditional game of tossing thecaber, at which I was a champion once. Its no game forninnies, the pole weighs 100 kg. But then Im 6 ft tall. Theysay that Scots are good at engineering and I chose an

optional technical course at school. Today I getmy fill ofhigh tech in the computerized control room on the Marina,though. So during my free time I just want to relax; I enjoymixing with the crowd in my local pub. I play a lot of golf -Scotland is marvelous for golf courses. I like working withmy hands; cabinet-making is a hobby of mine. We live in avery picturesque small town in the Scottish Highlands. Mywife Anne is a nurse and our son Ian is 18. Together weenjoy mountain trekking.

The Second Mate Timo RantaBorn in Turku, Finland. Studies at bo Navigations institute.Married to Pirjo with a son, aged 3. Likes hunting, fishingand the sauna.00 09

I think Im rather a typical Finn. I live in Turku, a port townbut I have a small cottage by a lake in the lake district in thecentral part of Finland. We go up there during mostweekends and in the summer. Like so many Finns I enjoyliving close to nature, hunting, walking in the woods andfishing on the lake. And, of course, heating up my sauna,and inviting a few friends over. During the winter holiday myfamily like to go skiing in Lapland, the northern part ofFinland, where there are many excellent skiresorts-


3/28

# MarEngPrimera Parte



UNIT 1

In Port01 01It is a lovely autumn day, sunny with a fresh northerly wind.A car arrives at Number 2 berth Gabriel Huidobro Quay atthe Raos Dock complex in the Port of Santander. The doorof the car opens and a man gets out. Captain AndrewJames is back on duty after his annual leave. He saysgoodbye to the company agent in the car and starts to walkup the gangway to the MS Marina, a multi-purpose drycargo vessel of 12,000 DWT. She lies moored to the quay atberth No. 3 in the Inner Harbour.01 02All around him is the life and bustle of the port. Trucks andlorries are rushing back and forth, delivering goods incontainers, crates and bales. Stevedores are moving cargoin and out of the warehouses. Crane drivers are operatingthe quayside cranes and ships derricks, which are lifting theheavy cargo, loading and unloading the ships. On board thedeckhands are attaching slings, hooks and other liftingdevices to lift the cargo and store it into the holds and on

deck. The deckhands must also lash the cargo so that it willnot shift during the voyage.

Important StructuresThe Simple Present is used to describe routines, whathappens regularly or is a permanent characteristic. Listen tothe Chief Engineer by clicking on his picture! Hello, Im Tom

McPhee. Im a true Scot; I like my whisky, Scottish dancing,and the traditional game of tossing the caber. Today I getmy fill of high tech in the computerized control room on theMarina. So during my free time I just want to relax; I enjoymixing with the crowd in my local pub. I play a lot of golf. Welive in a very picturesque small town in the ScottishHighlands.

12 OCLOCK IN THE PORT OF SANTANDERLook at the pictures ! What are they doing? The Ing-form /the Progressive Present Tense tells us what is happeningright now!

01 04Captain James is working on the bridge.01 05The crane driver is operating the crane.01 06The trucks and forklifts are moving the cargo out of thewarehouses.01 07The cranes are lifting the heavy cargo on board.01 08The First Mate is speaking on the radio.01 09The Second Mate is supervising work on deck.


4/28

% MarEngPrimera Parte



UNIT 2

Welcome to a Modern Port02 01Today a major port is a world of its own. Modern portfacilities have to meet the demands of highly specializedtransport systems by sea, land and air. And so within theboundaries of any large sea port we find an amazing rangeof services.A modern port maintains shipping channels, harbor basins,and navigation aids as well as the port infrastructure suchas wharves, quays, docks, storage areas and warehouses,cranes for cargo handling and terminals for cargoes andpassengers. It provides pilots and pilot vessels, tugs fortowage and emergency response vessels in cases ofaccidents at sea.02 02Within its area we find office buildings for all the variouscompanies catering for the shipping industry Ship Brokers,Shipping Agents, Stevedoring and Lashing Companies,Ships Chandlers, Marine Engineering Companies,Companies for Marine Equipment and Ships Repair, Cargo

Surveyors and Inspection Companies, to name only a few.Today there are also strict security requirements.02 03The Port of SantanderElegant, picturesque Santander, situated in the region ofCantabria, is typical of North Spain. The city lies in abeautiful setting, backed by open countryside and dramaticmountains. A very good road network connects Santanderto the whole of Spain, Portugal and the South of France. Abustling regional capital and a popular holiday resort,Santander offers excellent beaches, splendid viewpoints,museums, galleries and a lively market.The port activity in Santander dates back more than 2000years, the town being founded by the Romans in 19 BC.

02 04

Today the Port of Santander is a fast- growing port and animportant junction in Spain for combined water, road andrailway transport. In 2003 the total port traffic comprisedabout five million tons of goods. The Port of Santander hasfacilities for handling all types of cargo: dry and liquid bulk,general cargo, RORO and container traffic. The passengerterminal in the heart of the city has facilities for both ferriesand cruise ships and there is regular ferry liner traffic to theUnited Kingdom.02 05Four million tones of dry bulk such as coal, ore, fertilizers,grain, soya beans, cereals and sodium carbonate passedthrough Santander in 2003. More than 1million tons ofgeneral cargo was handled, RORO traffic accounted for65% of this type of cargo. Of liquid bulk petroleum is thelargest element, followed by chemical products andmolasses.Depending on the type, bulk goods can be loaded andunloaded using a conveyor, grabber or bucket. The bulk isloaded into a hopper, which passes it onto a conveyor belt

system to deliver it to a stockpile.Some bulk cargo such as scrap metal is loaded into bigmetal bins known as skips and lifted into the hold of the bulkcarrier.02 06During the last few years vehicle handling shows thegreatest increase in Santander: 36% in 2003.This isimportant for the ports image, as shipment of motorvehicles requires excellent standards of logistics operators,as well as port facilities and shipping lines.The port has invested in and is continually making newinvestments in specialized handling installations for all thetypes of cargo already mentioned.

Reading Comprehension: Vessels and CargoesThe general cargo shipDuring the last few decades shipping has seen a great dealof change. Until the 20thcentury the most important cargoship was the break-bulk carrier, sometimes called thegeneral cargo ship or freighter. The cargo holds on theseships could carry almost any kind of cargo, both piecegoods and bulk cargo. The cargo was packed into drums,boxes, bags, bales and crates or on pallets. The ship wasloaded and unloaded using portside cranes and shipsderricks that lifted the cargo through the hatches and storedit into the holds. Cargo could also be secured by lashing andstored on deck.The bulk carrier

Today modern commercial vessels are highly specialized,designed to carry specific types of cargo. The names of theships tell us what type of cargo they are designed to carry.The bulk carrier carries bulk cargo, loose cargo, either drybulk such as coal, grain, iron ore, fertilizers or liquid bulksuch as a range of chemicals including petroleum products.Bulk carriers have huge under-deck specialized holds wherethe bulk products are poured and stored. Bulk carriers comein different sizes, from the so-called handy size bulkcarriers of about 25 000 DWT to very large carriers of up to200 000 DWT.The multi-purpose carrierThe MS Marina, the ship in our story, is a type of multi-purpose dry cargo carrier. Multi-Purpose Carriers transport

different kinds of cargo: break-bulk and/or pure bulk cargoesand/or containers, even reefer containers for frozen meatsor fruit. Many of these carriers are socalled gearedvessels, they are equipped with their own cargo cranes forloading and discharging. Hatch openings are designed to fitstandard container sizes. Removable between decks or

(twee decks) increase the number of available holds. In thehuge bulk holds there are removable bulkheads that helpprevent the grain and other bulk cargoes from shifting.The container shipIt was in the 1960s that the first container ship was built andsince then she has revolutionized shipping. A container shipis designed to carry cargo in thousands of standard-sizeboxes - containers, either 20 ft units or 40 ft units. At thecontainer terminals these hips can quickly load anddischarge by means of large quay-side cranes calledportainers or gantry cranes. The cranes lift the containers offor onto the quay or trucks and off or onto the ships deck.While a conventional dry cargo vessel may take 3-4 days toload or discharge, a container ship can do the same in amatter of hours. Today container ships are seen in ports allover the world and are gradually replacing the general cargoships.Seen from a distance the container ship has a verycharacteristic flat silhouette. The small superstructure withthe navigating bridge is at the stern of the ship and themany containers are stacked fore of the bridge along thewhole length of the vessel.The reeferThe Refrigerated Cargo Carrying Vessels, reefers, are builtto carry fruit, meat, vegetables and other refrigerated foodproducts that require refrigerating equipment to stay freshduring a sea voyage. The cargo can be stowed on pallets inthe refrigerated holds. Some reefers carry reefer containers.

Perhaps the most famous of these types of vessels are thebanana carriers, trading between the Caribbean andEurope.The RORO vesselAnother special cargo vessel is known as the RORO, whichmeans a roll-on, roll-off vessel. The RORO ships have huge


5/28

& MarEngPrimera Parte



stern (or bow) doors which are lowered to make a bridgefrom the ship to the wharf. On the RORO-vessel wholetrucks can roll on and off very rapidly at ports. RORO isoften used to carry large numbers of cars/motor vehicles,which are rapidly loaded via a stern ramp.The wharf machinery can also get into to the ships interiorand collect cargo to bring it ashore.The roll-on, roll-off vessel comes in two main types: the

passenger RORO and the cargo RORO. Modern car-passenger ferries take care of most passenger traffic onshort-sea routes in the Baltic Sea and the North Sea. It isprobably the only type of cargo vessel that most peoplehave travelled on. The vehicles are driven on and offthrough a stern door (sometimes a bow door) and stored onthe car deck below the passenger accommodation areas.Since the Estonia disaster, when the bow visor gave way inthe heavy storm and the car deck was flooded, safetyregulations onboard car- passenger ferries have becomestricter and the door structures have improved.The oil tankerOne of the most important vessels in the world's merchantfleets today is the tanker. The growth in size of the tankers

has been extremely rapid during recent years. Tankers carryliquid cargo, not only oil, in tanks. The best known are the oiltankers. They come in two kinds: the crude carrier, whichcarries crude oil, and the clean products tanker, whichcarries refined products such as petrol, gasoline, aviationfuel, kerosene and paraffin. Tankers range in all sizes fromsmall bunkering tankers of 1000 DWT, used for refuelinglarger vessels, to the real giants the VLCC (Very LargeCrude Carrier) of 200 000 - 300 000 DWT and the ULCC (Ultra Large Crude Carrier) of over 300 000 DWT.In 1990, the United States enacted the Oil Pollution Act(OPA). It requires a gradual introduction of tankers withdouble hulls, i.e. not just with double bottoms but alsodouble on both sides. Full compliance with the law is as faraway as 2015. This stamp shows a picture of the moderndouble-hulled Mobil Oil tanker Eagle, built 1993, of 284,493DWT. However, most tankers trading worldwide today arestill single-hulled vessels.

The LNG carrier(Liquefied Natural Gas) and the LPG carrier (LiquefiedPetroleum Gas) are really a kind of tanker and came in inthe nineteen-hundreds. LNG and LPG are not the easiest ofcargoes to transport. In its natural state, LNG is a gas; itmust be pressurized into being liquid or kept as a liquid byreducing the temperature in order to transport it. The shapeof the LNG Carrier, with the huge round Moss tanks seen

along the deck, has led to the nickname of Dinosaur EggsCarriers.The LNG vessels carry explosive gas - kept at belowfreezing temperatures - as an unstable liquid. This meansthat they carry extremely dangerous cargo. The vesselsmust be maintained very thoroughly and safety measureson board have to be very strict.The LashAnother kind of cargo carrier is the Lash. LASH meanslighter aboard ship (lighter = barge). The vessel has a huge500 ton crane on the main deck. The holds are divided intocells to make room for the LASH barges which the craneplucks from the water at the stern of the ship, carries alongthe deck and stows in the ships cells for the voyage. LASH

barges are loaded at inland river and ocean ports. Thebarges are then towed to meet the LASH mother vessel andlifted aboard. When themother vessel arrives at its port of destination the hugecrane lowers the LASH barges into the water, where theyare then towed to their final destination. A Lash ship doesnot need to tie up to a port during discharging.Heavylift shipsAnother very special type of ship is the heavy-lift ship. Thistype is a little like the LASH. The heavy-lift ship is designedto carry exceptionally heavy loads and unusual cargoessuch as power plants, oil rigs, generators, and yachts. Thecargo (even small vessels) can be stowed aboard the shipsby a lift-on lift-off method using the ships own cranes or bya float-in float-out method where the mother ship is partlysubmerged under water during loading and unloading thecargo she is to carry.


6/28

' MarEngPrimera Parte



UNIT 3

Loading the MS Marina03 01Cranes on Marina: Lifting capacity: 5-60 tonsRadius: 12-40 metersThe cranes have a low height. This improves visibility fromthe vessels navigating bridge. The cranes are light andhave a low centre of gravity. This improves the shipsstability and increases cargo capacity.The cranes have a wide rope field at the hook. This allowssafe and stable cargo handling (anti-swing device). Theyhave maintenance-free hydraulic luffing arms. The boom iswell supported at all boom angles due to the double actinghydraulic rams.The jib is above the operators cabin. This gives the cranedriver a free view of theship deck and the cargo holds. The jib has a short minimumradius. This makes it possible to place cargo quite near thecrane.03 02Down on the quay the stevedores are getting ready to load

the Marina for her next voyage. She has her own loadinggear on board; there are three huge Liebherr el/hydrauliccranes designed for multi-purpose cargo and containerhandling.John Andersen, the Chief Mate is on the bridge supervisingloading. He has radio contact with the crane drivers and theseamen working with the cargo down in the holds. He isalso in contact with Timo Ranta, the Second Mate, who issupervising loading work on deck.

- Prepare the vessel for loading! Unlock the hatch covers!Timo, Im giving notice to the stevedores on the quay thatwe expect to be ready to start loading by 14.00 local time. Isthat enough time for preparations?

- Yes, that should be OK, John. Is the cargo list availableand complete?- Yes, the list is complete. Have you got the stowage plan?03 03- Yes, I have. It is a bit unclear for holds 4 and 5.- All right, complete the stowage plan and report back to me,please! You have the stability calculations?After a while Timo reports back.- Stowage plan now complete. All is under control, John.Shall I prepare holds and hatches for loading now?- Yes, prepare holds and hatches for loading, carry on.Timo is now giving orders to the seamen working in theholds:- Open the hatches for loading. Check the hatch covers fordamage and report!- Hatch covers in order!- Switch on hold lights and hold ventilation.03 04- Hold lights switched on, hold ventilation systemoperational.- Ok, are the holds clean and free of smell?- Yes, holds clean and free of smell.- Are the safety arrangements in the holds operational?- Safety arrangements will be operational in 15 minutes.- Everything clear down here John!- OK, are the cranes operational?- Yes, cranes are operational.- Good. Instruct the crane drivers and keep within the safeworking load of the cranes. Report back to me when loading

is complete. We must check for possible damage andprepare for sea. Thats all for now. Carry on!While John is waiting he decides to have a much neededcup of coffee. The day goeson

General stowageThe Chief Mate is generally responsible for loading anddischarging of the vessel. All cargo handling gear on boardneeds frequent overhauling. If wires, blocks, chains,shackles, cargo hoses, hooks and slings are not checkedregularly, loading and discharging can become a risky affairor cause unnecessary delay.Carrying general cargo and its many separate items indrums, barrels, crates, bags, rolls, cases, boxes and cartonsoften presents difficulty. Check that this packing is notdamaged or deformed. When loading general cargo, takespecial care not to waste loading space. Take into accountthe nature of the cargo. Some merchandise gives off astrong pungent smell or moisture and is liable tocontaminate other goods. Cover contaminated goods withtarpaulins and separate them from other goods. Handlefragile goods with caution. Do not stow heavy pieces ofcargo on fragile ones; barrels of liquids may leak and causedamage etc.Container damage: Segregation, Infestation

Today most general cargo is transported in containers.Before stuffing, it is important that containers are checkedfor external damage such as holes or tears in the panelingor broken or distorted or deformed door hinges, locks ordoor seals. There must be no internal damage such asleftovers (dust, grease or liquid) of the previous cargo andthe interior should be free from any sweat or frost. Thereshould be no evidence of pests, insects, vermin or rodentswhich might infest the cargo and lead to delay by the Portauthorities.Other rules concerning stowing goods into containersinclude the following: Do not load goods with damaged or deformed packinginto the containers.

Do not stow wet and damp goods with dry goods. Do not use dunnage or packaging which is incompatiblewith the cargo. Do not stow goods with tainting odours close to sensitivemerchandise. Observe all IMO regulations concerning dangerous goodsand use appropriate labels on the containers to identify suchcargo. Comply with IMO stowage segregation at all times. Be sure to instruct the crew on how to use equipment, e.g.how to connect reefer plugs and clip-on units.VentilationIn cargo handling the Mates knowledge of proper ventilationon board is of great importance. In loading and dischargingas well as in making repairs on board, the crew members orstevedores may be poisoned or even killed by contaminatedair or poisonous gases due to lack of ventilation. Beforeanybody enters oil tanks, ballast tanks, storerooms, holds orpump-rooms to carry out repairs or inspections, thosespaces must be properly ventilated. Without breathingapparatus, protective clothing or a smoke mask and alifeline men risk their lives if the spaces are not gas free.There have been examples of victims of suffocation onboard ships due to accumulation of lethal gases or lack ofoxygen.Humidity, Condensation, SweatingContainer or cargo sweating occurs when the outer surfaceof the container/cargo hold is cooled to a temperature belowthat of the air enclosed in the container/hold. This results in

condensation: droplets forming on the interior roof andinterior side panels, and then dripping on to the cargo,causing mould and water damage.This might happen, for example when cargo loaded in thetropical belt in warm conditions with high relative humidity istransported to cold winter conditions in Europe. The


7/28

( MarEngPrimera Parte



temperature outside the container gradually cools downduring transit, leading to condensation inside the container.One simple solution may be to replacethe warm moist air by proper ventilation or air conditioning.Sometimes it is important that the air surrounding a cargohas to be very dry. Ventilated air then has to be passedthrough dehumidifier units. Various desiccants andabsorbent materials can also be used to absorb moistureand help keep cargo dry.

Dangerous CargoToday a great deal of the cargo carried on board ships fallsunder the category of dangerous goods. Knowledge of theIMO classification of dangerous goods is vital and it isequally important always to observe the IMDG Code whenhandling such goods. Explosives, flammable substances,poisonous or noxious cargo, infectioussubstances, radioactive materials and corrosives all requirespecial precautions as to handling, stowing, segregation andlabeling. So do goods that are liable to spontaneous heatingand combustion.Always check the compatibility of IMO class goods andensure proper segregation. Thus, for example, flammablecargo must be stowed away from the engine room.

Infectious substances must be separated by onehold/compartment from foodstuffs.SpillageCleanliness in the engine room is important in order toprevent excessive oil residue in bilges and throughout theengine room. Drip trays, oil pumps, fuel oil valves and seasuction valves must be in good working condition.

Spills of fuel oil on board should end up in the sludge tankbut todays mixtures of fuel oils, resulting from drainage andleakage in machinery spaces, lubricants, detergents,solvents and water often find their way into the bilge watertanks. Without modern bilge water cleaning equipment thismay lead to discharge of bilge water containing pollutants atsea.BallastingShips have to de-ballast as cargo is loaded and ballast as

cargo is off-loaded. Ballasting is a great problem from thepoint of view of pollution. Tankers carry their cargo in anumber of tanks or compartments within the hull of the ship.Before the introduction of segregated ballast tanks, tankswere cleaned after the oil was discharged and about onethird of them filled with [ballasting] seawater... This naturallyled to a considerable amount of oil getting into the sea. Theballast water, which was pumped overboard to make wayfor a fresh cargo of oil, was also contaminated.In the late 1970s an improvement was introduced. Insteadof using water, the tank cleaning machines used crude oil -in other words, the cargo itself. When sprayed onto thesediments clinging to the tank walls, stripping the tanks, theoil simply dissolved them, turning them back into usable oil

that could be pumped off with the rest of the cargo. Therewas no need for slop tanks to be used since the process leftvirtually no slops. The process became known as Crude OilWashing (COW).

VESSEL TYPESBULK CARRIERSBulk carriers, or just bulkers, are ships especially designedto carry loose goods in bulk. The cargo transported in bulkcommonly includes wood, coal, ore, grain, coke, fertilizers,cement, light minerals, sugar and sand.Bulkers usually have one deck, with the engine room in thestern and a deckhouse above it. Holds are constructed with

longitudinal and cross walls, called bulkheads. Cargo in bulkis easily stowed in between them. Bulk cargo ships are notequipped with any handling gear, except for handy sizeones, up to 30,000 tons of deadweight.All loading and unloading is done by means of shoredevices like grabs or suction pipes. Some of them make useof flexible ductings and fans, which simply blow light cargointo holds. Port devices may include special conveyors thatdrop cargo inside.When one hold is full, loading is continued into the next one.Bulk carriers have large upper and lower ballast tanks toprovide enough draught.Some bulk carriers are designed to function also as tankers.Such vessels are called Ore Bulk Oil (OBO) carriers.

CABLE-LAYING SHIPSCable-laying vessels, also called cable layers, are speciallydesigned for laying and repairing telegraph and telephonecables across vast water areas like channels, seas andoceans. Modern cable layers are as efficient in repair andmaintenance operations as in long-haul cable laying.The internet boom together with the extraordinary expansionof telecommunication has led to the growing demand forvessels specializing in laying sub-sea optical fibre networks.The Cable Innovator seems to be the largest vesseloperating in this market. The ship was built by KvaernerMasa Yards in Finland. All cable-laying operations arecarried over the stern, so the vessel can maintain a highspeed and is not slowed down during cable work. Moreover,it can operate successfully in extreme weather conditions. Ithas been designed to deploy a remotely operated vehicle(ROV). The vehicle is connected to the ship viacommunication tether.The most important cable handling equipment aboard TheCable Innovator is the electrically operated cable laying

drum with various tension devices. The drum diameter is 4mlong and has fixed-angle fleeting rings and blades forcontrolling the cable work. It is equipped with a special A-frame for handling the plough used forcable burial in the seabed. Furthermore, The CableInnovator is equipped with an echo sounder and devicesfor measuring the length of the cable laid out. While layingcables, all main data are monitored, logged and printed out

as a quality control. The control system can also display alldata accounting for the tension of the plough tow cablewhen the vessel operates and can activate the alarm incase the cable tension gets too high. The vesselautomatically reduces its speed. When buried safelybeneath the sea bed, the fibre optic communication cablesconstitute a vital part of our global telecommunicationnetwork.CAR CARRIERSThe Elbe Highway is the first of the series of fourinnovative PCTC (Pure Car and Truck Carrier) Ro-Ro carcarriers built in Gdynia Shipyard S.A., Poland, for long-termcharter for Kawasaki Europe. The shipyard design officeteam initiated and accomplished all the concept work on

these new vessels. Along the way they wereable to put into practice the yards considerable experiencein the field.The delivery ceremony was held on 20th August 2005,exactly nine months after the commencement of steelcutting. The second ship, the Thames Highway, exactlyreplicating the design of the prototype, was completed bythe end of 2005.The largest car carriers of today can handle over 6000 units.The Elbe Highway, with her overall length (LOA) of 143 mand breadth (B) of 25 m, can carry up to 2100 units, so thetotal car deck capacity is comparatively small. In fact, shecan be classified as the only vessel ever designed and builtexpressly for carrying vehicles.The intention was to follow the innovative approach to worldcar transport. The crucial idea is to lower the cost of the portstay by means of employing smaller cargo ships, operatingas feeders.The vessel is constructed with two hydraulically-operatedexternal stern ramps. One is a straight stern ramp, another


8/28

) MarEngPrimera Parte



one is a quarter stern ramp. Each of them has a safeworking load of 70 tons and a 6-metre long driveway. Allvehicles ranging from passenger cars to heavy movablemachinery can be loaded and discharged through these tworamps.For PCTC carriers, a stern quarter ramp offers considerableadvantages for cargo access and handling. Its main benefitis that it allows the vessel to berth in the normal manner,that is alongside the quay, without the need for specialshore facilities. The motor vehicles carried by the Elbe

Highway, and later on by her three sisters, canbe handled at any port in the world, not only at Ro-Roterminals with trailer quays.The carrier is built with eight cargo decks in total. Two ofthem are lift able car decks. They enhance greatly theoperational flexibility of the vessel. Unlike hoist able cardecks, they have no integral lifting mechanism, but aredeployed by a mobile deck lift.Thus, the maintenance requirements of each of the panelsforming the movable decks are limited.The arrangement of internal ramps and fixed car decksfollows the main design concept to shorten the time in port.Namely, deck supporting pillars have been designed off theship centre line, making the construction not symmetrical,but allowing for better cargo access.

The Elbe Highway has been classified by DNV as ICE-1Aas the hull is strengthened in her underwater and bowsections. The navigating bridge is fully glass-shielded toimprove the navigation visibility on icy waters.The prototype carrier has already joined the growing fleet ofhigh-quality car carriers of high maneuverability andefficiency that are operating on short routes in the Baltic andNorth Sea regions.CONTAINERSHIPSThese ships carry cargo in containers. Goods are lockedand sealed in huge boxes of standard size. Containershipscarry containers both in holds and on the main deck. In theholds, there is a special cellular structure of guide railswhere containers are stowed one on the top of another.

That is why they can be also called cellular vessels. Theseships usually have one deck, with the machinery spaceslocated towards the aft end. Additional containers arestowed on open deck and anchored in place by wire ropes.Containerships have produced a revolution in watertransport. The higher speed of around 26 knots is their mainadvantage over other cargo ships. In addition, the loadingand unloading work with the use of shore based movinggantry cranes is extremely fast. The primary advantage ofthe use of containers is the possibility of transporting cargodirectly from customer to customer, not only from port toport.Container vessels have grown in capacity up to 8000 TEU.Large container vessels usually do not have their ownloading gear. However, small, or medium-sized ones, calledcontainer feeders, are often equipped with cargo gear. Also,some multipurpose ships can operate as container feeders.THE ESTONIA FERRYThe Estonia ferry was delivered in 1980 to operate onroutes in the heavy traffic between Finland and Sweden.The ship was, at the time of delivery, the second largestferry working in the Baltic Sea region. It was built with onebow ramp on the car deck, enclosed by a hinged bow visorthat opened upwards, and two stern ramps. Passengerentrance doors were arranged on decks 4 and 5 and thepilot and bunkering doors located on the car deck.The design of both the visor and ramp were very popular atthe time. The installation included a bow visor and a loadingramp. The ramp was hinged at car deck level and was

closed when in a raised position. In a closed position, theupper end of the ramp was extended into a box-like housingon the forecastle deck. The only reason for such aconstruction was to make space for the ramp when the visorwas in its closed position.

The ramp was placed behind the bow visor. Thus, as youcan see in the drawing above, the ramp was longer than theavailable height of the deck. There was only one reason forsuch a long ramp. Namely, the bulbous bow had become solong that the ramp needed to be extended to reach the quayedge.While operating on the Baltic Sea on the 28th of September1994, at about 0115 hrs, the visor separated from the bowand tilted over the stern. The ramp was pulled fully open,allowing vast amounts of water to enter the car deck.

Consequently, the ship listed heavily to the starboard side.Many of the passengers were trapped in their cabins, withno chance to get out in time. A few minutes later, all fourmain engines stopped and the list increased as the waterstarted to enter the accommodation area.Flooding of the ferry continued so fast that the starboardside submerged ten minutes later. The ship was sinkingrapidly and disappeared from the radar screen at about01.50hrs.The alleged cause of water coming into the car deckresulting in the Estonia catastrophe was the poorconstruction and bad maintenance of the visor and bowramp, together with too high operating speed. However,there were some other theories presented. According to oneof them, the problem was that the bow visor was placed in

such a position that it could not be seen from the bridge.The bridge crew would have probably reacted if they hadbeen able to observe the visor.Another theory is based on the fact that the Estonia had notmet the requirement of having an extra collision bulkhead,which should have been placed at more than 5% of theships length from the forward perpendicular. This wouldhave definitely increased her chances of surviving the lossof the visor. If the collision bulkhead hadbeen there, it would have prevented water from entering thecar deck.So the attempts to build vessels strong enough to restrainthe sea have once again been conquered by the forces ofthe nature.

INDUSTRIAL SHIPSIndustrial ships are designed to carry out industrialprocesses at sea, like drawing out raw materials and foodresources from waters. The activities that take place aboardthese ships include extracting oil and mineral salts, orcatching and processing fish and crustaceans like crabs,shrimps and lobsters. Thus, if we consider the function theships perform, we can clearly distinguish between theextractive and processingships. The first type includes trawlers and seiners A trawleris the most popular vessel among fishing ships. Its namecomes from the name of the activity, trawling, which meanscatching fish by dragging a fishing net along the sea bed.The trawl can be launched either over the ship side or overthe stern.Spain and Norway have been taking the lead with respect tothe number, size and the variety of trawlers built.Non-trawling vessels can range from simple crafts whichdeploy a net, to fishing vessels that first lay out nets, evenfor a distance of a few kilometers , and then wait for theshoal of fish to swim into it The typical representatives areseiners, tuna clippers and crab boats.A seiner makes use of a special kind of net called a seinenet in the following way: the net hangs vertically in water. Itstop edge floats and its bottom is weighted and equippedwith a rope. When a shoal of fish swims into the net, therope tightens and closes around it.Processing ships receive fish or other sea goods fromextractive ships, process them into products, and bring them

to ports. They must be fitted with special machines forprocessing, canning and storing.TANKERSTankers are vessels designed for carrying any liquid cargosuch as petroleum and products derived from it, liquefied


9/28

* MarEngPrimera Parte



gases, chemicals, wine and water. There are gas tankersdesigned for carrying liquefied gas, either LPG or LNG, bothof which need to be kept at higher pressure and at lowtemperatures to maintain the cargo in a liquefied state, andthere are crude oil tankers. The latter usually carry crude oilfrom a loading port near oil fields or from the end of apipeline to a refinery.Gas tankers are often steam turbine ships. The boil-off,which is the gas evaporated from the cargo in order to keepthe temperature low, can be used as fuel for the boilers.

Tankers come in all sizes, ranging from bunkering tankers of1000 DWT used for refueling larger vessels to the realgiants: the VLCC Very Large Crude Carrier , 200,000 300,000DWT the ULCC Ultra Large Crude Carrier , over 300,000DWT

Crude oil tankers are the largest of all cargo ships. Theircapacity has risen right up to 500,000 tons and,consequently, their large draught limits their sailing routes.There are only a few ports that supertankers can enter andthus they are mostly loaded and unloaded from off-shorepumping stations. The liquefied cargo is loaded by means ofpipes from shore facilities and through flexible pipelinesmounted on the jetty.A further step in the development of the oil industry is theFloating, Production, Storage and Offloading vessel

(FPSO), designed for off-shore purposes.When a large vessel like a crude oil tanker is damaged bycollision or grounding, vast amounts of oil may leak outstraight into the sea. This explains the strict requirement forthem to have a double hull.


10/28

1+ MarEngPrimera Parte



UNIT 4

The Ship04 01Let us now make a tour of the Marina and learn the wordsfor the different parts of a ship. Let us start at the bow andgo aft.04 02Going aft we will find the following superstructures. First isthe forecastle head or forecastle deck

04 03and on it the windlass for the anchor.04 04On the Marina it consists of two combined anchormooring winches.04 05Aft of the forecastle the main deck stretches along the wholelength of the ship.04 06On the main deck are her three huge hydraulically drivencargo cranes with a lifting capacity of 37 tons - the Marina isa so called geared vessel, i.e. she has her own cranes forloading and unloading the cargo.04 07On the open main deck, also called the weather deck, wefind large hatch covers over the hatches that lead down tothe cargo holds below.04 08The Marina has MacGregor fold-tight hatch covers with sixpanels per hatch end. The hatch panels are folded openwhen cargo is loaded into the huge holds. The length of thepanel pairs usually corresponds to the length of thecontainers stored on the weather deck and in the hold. Onthe Marina the hatch covers can be partly opened and cargolifted away for individual panels. It is important that the hatchcovers are closed tightly - they are sealed. The sealingsystems of the hatch covers must be reliable so that thecovers are weather tight and resist water, corrosion anddrastic changes in temperature.04 09Below the weather deck are the cargo holds.04 10On the Marina there are five holds that can load a widerange of dry cargoes. The holds can be used both forcarrying bulk cargo like grain or fertilizers or to stowcontainers. Strong bulkheads separate the holds from eachother.04 11In addition to this, the holds on the Marina have removablebetween decks (often called twee decks) with their ownhatches and twee deck hatch covers.04 12This increases the maximum number of cargo holds to ten.

The Marina can also carry containers on the weather deck.04 13On bulk carriers and on multi-purpose vessels like theMarina the superstructure lies towards the stern of the ship.04 14The superstructure is built up in a number of decks.04 15On the 1st deck there are the dining rooms for the crew andthe officers called the mess04 16and the ships galley.04 17On this same deck are the dayroom for the crew, where theseamen get together during free hours,04 18and a lounge or dayroom for the officers.04 19Other recreation space for the crew includes a sauna04 20and a gym.

04 21On the 2nd deck we find the accommodation or livingquarters for the crew04 22including engineers and electricians.04 23On the 3rd deck is the accommodation for the officers - onthe starboard side the First Officers cabin and office;

04 24on the port side living quarters for the Second and ThirdMate.04 25Amidships on the 3rd deck is the Conference Room04 26and the Ships Office.04 27On the 4th deck are the Captains day room and bedroom04 28and aft of these on the starboard side the Chief Officerscabin and office.04 29On the port side is the cabin for the Ships owner.04 30On top is the navigation bridge (in the past often called theWheel House).04 31A modern navigation bridge is an integrated work spacewhich includes workstations for navigating and conning theship, a Chart Desk and a Communication Workstation(earlier called the Radio Room). On the side are the socalled Bridge Wings to improve visibility from the bridge.04 32On top of the navigation bridge is the main mast04 33with the radio antennas,04 34navigational and signal lights and radar scanners.04 35Aft of the main mast are the funnels04 36and aft of these is the poop deck.04 37On the poop deck there is a second set of mooring winches.The engine room on the Marina is at the stern of the shipbelow the main deck aft of the cargo holds.04 38The whole body of the ship is called the hull.04 39The outer surface is called the plating. On the Marina thehull is made of steel. It is strengthened to meet LloydsRegister ice class 1A requirements. This is necessary, as

she is on traffic in the Baltic Sea. The space between thecargo holds and the bottom contains the double bottomtanks for ballast and sometimes for fuel.04 40Stairs on a ship are often called ladders.04 41Rooms (space) on a ship are often called compartments.04 42The compartments are separated by watertight bulkheads.The Marina makes a speed of 17 knots. She carries a crewof 15. Her DWT is 12,000 tons. Her overall length (LOA) is140 m, her length between perpendiculars (LBP) is 130 m,her breadth is 22 m and her draught is 7.5 m. She can carry521 TEU containers including 20 refrigerated containers.Her total cargo hold capacity is14,950 cubic meters.

Study these sentences:

There are ropes at the bow and at the stern. There are ropes fore and aft.


11/28

11 MarEngPrimera Parte



The navigation bridge is amidships. Right is called the starboard side and left the port

side. The ship is moored to the quay in port. There is shallow water ahead of your vessel. Do not pass astern of my vessel. The Marina is a cargo vessel. She is on voyage

from Santander to Kotka. Most vessels are females and are named after

women. There are ropes at the bow and at the stern. There are ropes fore and aft. In front of is known as before or forward of. No 1

hold is forward of No 2 hold. Behind is abaft or aft of. The funnel is always aft of

the navigation bridge. Something in the middle of a ship is amidships. There is a light buoy at a distance of two miles

ahead. = in front of the ship Do not pass astern of my vessel. = behind the ship When you are facing the bow you have the

starboard side on the right and the port side on theleft.

The hull surface fore of the stern is called the port

quarter or the starboard quarter. The hull surface aft of the bow is called the port

bow or the starboard bow. E.g. the ship hit a rock on the port bow. E.g. there is damage to the hull on the starboard

quarter. The word port comes from the old times when a

sailing ship always moored the left side of the shipto the quay in port.


12/28

1$ MarEngPrimera Parte



UNIT 5

Leaving Port05 01The Marina is now ready to sail from the Raos Dock in thePort of Santander. The Pilot has come on board and isgreeted by the Second Mate, who takes him up to the bridgeto meet the Captain.Now listen to the conversation between the pilot and

Captain James.- Good afternoon, Captain. I dont think we have met before.Im AlejandroRodriguez.- How do you do? Pleased to meet you. I am AndrewJames. Welcome on board, Mr Rodriguez.- Thank you. I understand you are ready to leave port.- Yes, weve just about finished with the paper work andPort State Control. The cargo loading operations arecompleted. I think we are actually all set to start singling up.Rodriguez studies the wheelhouse poster, which containsinformation on the Marina.The interview continues.05 02- Is there any particular information you would like to giveme? Any recent changes on board?- No, not really I have the pilot card for you. Here you are.Ill be happy to fill you in with any maneuvering data youneed.- Thanks, there are a few questions Id like to ask. Is theengine room manned?- The engine room will be manned while leaving port, but ison bridge control.- How long does it take to change engines from ahead toastern?- It takes 25 seconds to change from ahead to astern.- And to start engines from stopped?- It takes, lets see, 15 seconds.- Do you have a right-hand or left-hand propeller?

- We have a right-hand propeller.- And you have a bow thruster?- Yes, a bow thruster of 900 kw.05 03- And what is your maximum present draught?- It is 8 meters.- Ok, fine. One or two more things. Do you have acontrollable or a fixed-pitch propeller?- We have a fixed-pitch propeller.- Is the turning effect of the propeller very strong?- Yes, it is very strong.- So how long does it take from hard-a-port to hard-a-starboard?- It takes 20 seconds.

- And what is the speed at full ahead and dead slow ahead?- Let me see, at full ahead it is 17 knots and at dead slowahead 4 knots.05 04- I think that about covers it. Are you getting tug assistance?- Yes, we will have one tug assisting us while casting off.- Are you ready to get underway?- Yes, indeed we are.- All right then. Stand by engines.05 05The Marina is now ready to cast off. She is moored to thequay by a number of ropes.At the bow are the head lines. The stern is fastened by thestern lines. The lines are fastened to the bollards on thequay. There are also the breast lines fore and aft. Animportant line is called the spring.05 06The boatmen on the quay cast off from the bollards.- Marina Forward station, Marina Aft station, this is MarinaBridge, how do you read me?

- Marina Bridge, this is Marina Forward station. I read youwith signal strength five.- Marina Bridge, this is Marina Aft station. I read you withsignal strength five.- Marina Forward station. Single up forward to spring!- Marina Bridge This is Marina Forward station. I will singleup.

- Marina Aft Station. Single up aft to breast line! Make fasttug towing line on starboard quarter!- Marina Bridge. This is Marina Aft station. I will single upand make fast tug.- Marina Bridge. Singled up forward.- Marina Bridge. Singled up aft.05 07- Marina. Let go forward! Let go aft! Is the propeller clear?- Marina Bridge. Marina Aft Station. Yes, propeller is clear.All clear aft!- Marina Bridge. Marina Forward Station. All clear forward!- Marina. Finished with maneuvering stations!- Marina Bridge. Marina Forward Station. Understood.Finished with maneuvering stations.- Marina Bridge. Marina Aft Station. Understood. Finishedwith maneuvering stations.While the tug is assisting the Marina, she is getting off fromthe quayside. The small but powerful harbour tug tows thebig ship slowly but steadily.The Marina is now free of the quay and soon she is in themiddle of the basin.- Let go towing line!05 08The Marina is ready to maneuvers on her own. The harbortug is leaving her.- Slow ahead, says the pilot.- Slow ahead, repeats the helmsman.- Starboard twenty!- Starboard twenty.

- Midships!- Midships.- Steady as she goes.- Steady as she goes.Noting the heading the helmsman continues:- She is steady at 182degrees.05 09The Marina is now getting underway; she is passing throughthe Port of Santander area. On either side are differentdocks and wharves serving all the big specialized vessels.Soon the extraordinary landscape of the whole Bay ofSantander surrounds the Marina with white sandy beachesboth small and sheltered from the wind or open to the baywith more surf. Next to these beaches, a coastline of cliffs

and beautiful natural areas looks out over the sea. TheMarina is leaving the elegant city and the snow-toppedmountains behind. She is passing ships of all sizes andnationalities on her way towards the main fairway and theopen sea. Some vessels are going inward, to port, whileother vessels are outbound, towards the sea; they are goingoutward.05 10The Marina is keeping a steady course and speed, and ismaking a speed of 5 knots.Her ports of call during the voyage will be first Antwerp inBelgium, then Gdynia in Poland, after that Riga in Latviaand her final port of destination will be Kotka in Finland. Thevoyage is just starting. The weather is fairly good, theforecast has promised sunny spells but with occasional rainshowers, and visibility about 1 mile; there will be a northwesterly wind of 8 m/s, with a moderate sea. In the distanceshe can see the famous Isla de Mouro Lighthouse offSantander.


13/28

1# MarEngPrimera Parte



It is time to contact the Coordination Local Centre ofSantander and report to VTS,Vessel Traffic Service

CASTING OFF ORDERS05 11Stand by for letting go!Single up head lines!Single up stern lines!Single up forward/aft breast line!

Single up the forward/aft spring!

Slack away / hold on / heave on thehead line!breast line!forward/aft spring!Let go head line/stern line!Let go breast line!Let go forward/aft spring!Let go all forward!Let go all aft!Let go all ropes!


14/28

1% MarEngPrimera Parte



UNIT 6

In the Fairway06 01The Marina is now proceeding in the fairway. The Diana, avessel ahead of her, is altering course to starboard. TheDiana will turn at Buoy No 4. The Marina is keeping asteady course and speed, and is making a speed of 5 knots.The Chief Mate on the Marina calls up Vessel TrafficService:

Marina: Santander Vessel Traffic Service. This is Marina,

Marina, Marina. On Channel 12. Over. VTS: Marina, Santander Vessel Traffic Service.

Channel 12. Over.Marina:

Santander Vessel Traffic Service. This is Marina. Iam underway. My destination is Kotka in Finland.My cargo is bulk grain. My ETA at pilot station is1300 local time. My draught forward is 6.5 metresand my draught aft is 7.2 meters. I have a list toport of 2 degrees. Over.

06 02

VTS: Marina, Santander Vessel Traffic Service.

Understood. INFORMATION: Diana will turn aheadof you at Buoy No 7. INSTRUCTION: You mustwait for the Diana to clear the buoy before enteringthe main fairway.

Marina: Santander VTS, Marina. Understood. I am

proceeding at reduced speed. I will wait for Dianato clear Buoy No 7 before entering the mainfairway.

06 03After a while the Marina gets the go ahead from the VesselTraffic Service to enter the fairway. She is proceeding alongthe main fairway, steering a course of 236when su ddenlythe following message is heard on the VTS radio channel.

VTS: All ships, all ships, all ships. This is Santander

VTS, Santander VTS, Santander VTS.INFORMATION: Visibility is slightly reduced byrain. Visibility at Isla de Mouro Lighthouse is onethousand meters. Visibility is expected to decreaseto 500 meters during the next hour. There aredredging operations in position north side offairway at Las Querantas. ADVICE: Vessels areadvised to navigate with caution.

06 04While the Marina is getting well underway in the fairway, a

vessel ahead of her, the Seagull, has run into trouble. Thefollowing radio communication is heard on Channel 16:

Seagull: Pan-Pan, Pan-Pan, Pan-Pan. This is Seagull, Seagull, Seagull. My position is 180one cable from Light Buoy No

4. Our vessel is not under command. I need immediate tug

assistance. Over.

06 05Rescue Centre:

Pan-Pan. Seagull. This is Rescue Centre Santander. Received Pan-Pan. We are sending tugs to you. Towing assistance will

reach you in 20

minutes. QUESTION: Are you carrying dangerous cargo? Over.

Seagull: Rescue Centre Santander. This is Seagull. Engines are not working. Our

vessel is not under command. We are carrying flammable cargo. Over.

06 06After a little while the Rescue Centre sends the followingmessage on channel 16.

Pan-Pan, Pan-Pan, Pan-Pan All stations, all stations, all stations This is Rescue Centre Santander, Rescue Centre

Santander, Rescue Centre Santander with Panmessage No 1.

Vessel Seagull in position bearing 072from Islade Mouro Lighthouse, distance one mile, is notunder command, awaiting tug assistance. Seagullis carrying flammable cargo. Vessels are advised

to keep clear of the area. I repeat. This is Rescue Centre Santander, Rescue Centre

Santander, Rescue Centre Santander with Panmessage No 1.

Vessel Seagull in position bearing 072from Islade Mouro Lighthouse, distance one mile, is notunder command, awaiting tug assistance.

Seagull is carrying flammable cargo. Vessels areadvised to keep clear of the area. Date and time:141315 local time.

06 07And on the VTS channel the Marina receives the followingmessage:

Santander VTS: Marina. Santander VTS. WARNING: You are proceeding on a dangerous

course. Vessel ahead of you in position 4328.7 N, 003

44.1 W is not under command. It is dangerous toapproach the Seagull.

ADVICE: You must pass Seagull at a wide berth.Over.

Marina: Santander VTS. Marina. ADVICE RECEIVED. I will pass Seagull at reduced

speed and keep a wide berth.06 08With the help of several tugs, the Seagull gradually getsunderway on the opposite course and heads back to thePort of Santander for repairs. And the Rescue Centre cangive the all clear:

Pan-Pan, Pan-Pan, Pan-Pan All stations, all stations, all stations This is Rescue Centre Santander, Rescue Centre

Santander, Rescue Centre Santander. Please cancel Pan message dated 141315 local

time. Seagull is proceeding inward with tug assistance.

Fairway now clear. Vessels may proceed. This is Rescue Centre Santander.


15/28

1& MarEngPrimera Parte



The Marina is now free to head for the open sea and theBay of Biscay. The pilot leaves the ship. Bon voyage! he

calls, as he climbs down the ladder to the pilot cutter.

SEAMARKS, LIGHTS AND BUOYS

T h e I A L A S y s t e m o f B u o y a g eThe IALA (International Association of LighthouseAuthorities) System of Buoyage applies to all fixed andfloating marks in the fairways, except lighthouses, sectorlights, leading lights and leading marks, light vessels and

Lanbys. The standard buoy shapes are cylindrical (can),conical, spherical, pillar and spar.

C a r d i n a l M a r k sIn the IALA Buoyage System Cardinal Marks are dividedinto four groups, corresponding to the four points of thecompass. They are the North Cardinal Mark, the EastCardinal Mark, the South Cardinal Mark and the WestCardinal Mark. The name indicates on which side of themark a vessel should pass. The colors used are black andyellow. The marks are equipped with light reflectors indifferent combinations of blue and yellow. The Cardinalmarks may or may not be equipped with lights and topmarks (black cones).

E.g. The North Mark is black over yellow in colors. It shouldbe passed on the north side. Top marks are two blackcones, one above the other and with points upwards.

The North Mark has two light reflectors blue over yellow.When a light is fitted it is white in color and gives a veryquick flash or a quick flash.

The East Mark is black with a yellow band in color. Topmarks are two black cones with their bases together. Whena light is fitted it is white in color and gives three very quickflashes every five seconds, or three quick flashes every tenseconds.

The Cardinal Marks may appear in different forms such asSpar Buoys, Beacon Buoys, Buoys, Lighted Buoys, IceBuoys, Lighted Ice Buoys, Rand Marks and Lighted RandMarks. Rand Marks indicate the borders of the fairway.

L a t e r a l M a r k sLateral Marks are divided into Starboard Marks and PortMarks corresponding to the main direction of the fairway.Consequently when proceeding in the main direction of thefairway, The Starboard Mark should be on the starboardside and The Port Mark on the port side of the vessel.

The main direction of the fairway is usually that taken whenapproaching a harbor from seaward. Where the fairwaydirection is not obvious, as for example in fairways followingthe coast, the direction of buoyage is usually marked bysymbols on the charts.In the Archipelago Sea and The Gulfof Bothnia the main direction in the coastal fairways is fromsouth to north, and in The Gulf of Finland from west to east.

The Port Mark is red, has a cylindrical top mark and a redlight reflector. The Port Mark gives one red flash followed bya short pause.

The Starboard Mark is green, has a green light reflector anda green cone as top mark. The Starboard Mark flashes onegreen flash followed by a short pause.

Lateral Marks may also be without lights or top marks.

The Isolated Danger Mark is black in color with red bands. Itindicates that the mark is on the rock and the mark may bepassed on either side. It can be either pillar shaped or spar-shaped. Top marks are two black spheres one above theother.

When a light is fitted it is white and flashes in groups of two.

The Safe Water Mark is red with white vertical stripes. It isspherical in shape, pillar shapedor spar-shaped. Top marks, which are optional on sphericalbuoys, are a single red sphere. When a light is fitted it iswhite in colour and it either flashes or occults or is isophase.

The Special Mark is yellow in color. The topmark is a yellowcross. It indicates some special feature in the fairway suchas e.g. a national border, cables, dredging area etc.

L i g h t h o u s e s

A Lighthouse can be a solitary structure way out in the opensea far away from channels. Bogskr on a solitary rock inthe northern Baltic Sea and Bengtskr in the Gulf of Finlandare examples of such Finnish lighthouses. But often thelighthouse is the first light to be seen at the outer end of afairway or channel, and it may have bothlighted and dark sectors. Lighthouses are often fitted withracons and radar reflectors.

A Sector Light is smaller than a lighthouse. Sector lights arecommon in coastal fairways like the Finnish archipelago. Asector light has several coloured and dark sectors. It marksthe borders of the fairway. The white light is directedtowards the fairway. When the ship is approaching thelighthouse the white light is flanked by ared sector on the port side and a green sector on thestarboard side.

Leading Lights or Marks are one of two or three objects inline. The leading line shows the course to be navigated,bearings are given in degrees and minutes on charts.

Directions Lights mark the course to be followed but are notin line with any other mark. A direction light usually has anarrow sector of light, marking the course to be followed,flanked by darkness or unintensified light.

Light RangeIn the List of Lights the light range in nautical miles is notedas a nominal range. It isthe range of light at night when the visibility is 10 nauticalmiles.

Light CharacterLighthouses and light buoys are equipped with manydifferent light characters.

Fixed lightContinuous, constant light.

Occulting lightTotal duration of light is longer than total duration ofdarkness. Occulting light can be of different kinds: Single-occulting light, Group occulting and Composite group-occulting.

Isophase lightThe duration of light and darkness is equal.

Flashing lightThe total duration of light is shorter than the total duration ofdarkness. The flashing light can be of many different kindsand combinations: Single-flashing, Group flashing,Composite group flashing and Long-flashing light.


16/28

1' MarEngPrimera Parte



Quick flash can appear as Continuous quick flash, Groupquick flash and Interrupted quick flash. Very quick flash mayappear as Continuous very quick, Group very quick and

Interrupted very quick. Ultra quick flash appears asContinuous ultra quick or Interrupted ultra quick. There isalso Morse Light.


17/28

1( MarEngPrimera Parte



UNIT 7

Heavy Weather07 01The Marina is underway in the Bay of Biscay. It is aboutseven a.m. on Sunday morning and John Andersen isstanding the four to eight watch. The weather forecast theprevious evening has told of low pressure forming in thewestern Atlantic.

John now notices that the barometric pressure is fallingrapidly. The sea is beginning to get very rough the wind isincreasing by the hour.07 02On the bridge the NAVTEX printer starts to work and theChief Officer reads the message. It contains a gale warningfor the Bay of Biscay.

(Sin audio)Weather forecast for area eastern Atlantic and the Bay ofBiscay:FQNT51 LFPW 220931NAVTEX MER698TXTAAAABAY OF BISCAY BULLETIN (METAREA 2)METEO-FRANCETUESDAY 19 SEPTEMBER 2005 AT 0700 UTC. WIND INBEAUFORT SCALE1 : WARNING : GALE WARNING FOR AREA BAY OFBISCAY: GALE FORCE 9 INCREASING. STORM FORCE10 IMMINENT2 : GENERAL SYNOPSIS, TUESDAY 19 AT 00 UTCLOW 990 IN BAY OF BISCAY, MOVING SOUTHEASTAND FILLING, EXPECTED 1000 OVER SPAIN BY 22/12UTC.HIGH 1045 OVER SCANDINAVIA, SLOW-MOVING.3 : FORECASTS TO WEDNESDAY 20 AT 12 UTCIROISE, YEU :

EASTERLY 9 TO 10, DECREASING 7 TO 8 LATER. VERYROUGH, SPRAY, VISIBILITY AFFECTED, SHOWERS.ROCHEBONNE :EASTERLY 7 TO 8, BACKING NORTHEASTERLY 6 OR 7SOON, THEN DECREASING 5 TO 6 LATER. ROUGH,DECREASING TO MODERATE LATER. SHOWERS...

07 03The wind has now reached force 10. The seas are alreadyvery high with white crests and the air is white with spray.Captain James has been through many storms. He knowsthat he will need all his skill and experience to save the shipfrom damage or loss. There are many important factors toconsider - the wind direction and force, the course being

steered, the height of the sea, and whether the sea is shortor long. In a strong headwind the vessel will pitch. When thewind is abeam the ship, we say that she is rolling. Not onlythe height but the length of the seas is important.07 04Stability is the ability of a vessel to endure high winds andseas and resist capsizingeven if she heels over (or lists) heavily in the wind. Addingweight above a vessels centre of gravity will change its

stability. If the centre of gravity is raised too much, thevessel will become unstable. As a result, less tilt is neededto capsize the vessel. Removing weight from below thecentre of gravity also decreases stability.

When the Marina was loaded, the Chief Mate was careful tosee that the loading did not decrease the stability of theMarina. If much of the cargo weight is at the bottom of the

holds, the centre of gravity is low, and the ship is said to bestiff. The breaking waves then strike the ships hull withforce and in some cases the hull might even be damaged.On the other hand, if too much cargo has been placed in thetween decks or on the decks, the centre of gravity is high.This makes the ship tender, and she will roll freely andrapidly. Cargo might shift and the ship might start listing.She may then be unable to recover from a roll and capsize.07 05Both wind and sea are now abaft the starboard beam of theMarina, which is rolling heavily in the high seas.

Captain: I think we ought to reduce speed to halfspeed.

Chief Officer: OK, half speed.Captain James has reduced speed to save the Marina frombeing hit too violently by the waves. The storm is nowbecoming increasingly violent and the Marina is poundingheavily.

Captain: We shall have to heave to. Well take herbow to the sea. Hand steering on!

Chief Officer: Very well, hand steering! Captain: Stand by Engine Room control! Engine Room Control: Standing by.

07 06(Ruido de vietno)Outside there is only the roaring of the wind and the fiercebeating of the seas, which are now mountainous, - wind, airand water. Inside the navigating bridge there is only themonotony of the orders to the Engine Room and thestrained concentration of the two men.

Captain: Dead slow ahead. Chief Officer: Dead slow ahead. Captain: Hard a starboard. Chief Officer: Hard a starboard. Captain: Full ahead. Chief Officer: Full ahead. Captain: Stop her. Chief Officer: Stop her.

...

...07 07(Ruido de vietno)

Captain: Dead slow ahead. Chief Officer: Dead slow ahead. Captain: Is she answering the wheel? Chief Officer: Yes, she is.


18/28

1) MarEngPrimera Parte



UNIT 8

Mayday, Mayday08 01The Marina has weathered the storm and the situationseems to be under control. But not everybody has been solucky. Suddenly the radio comes alive. The DSC startssounding and the following distress acknowledgement canbe read on the Marinasreceiver:

ALL SHIPS002275000DISTRESS250137000FIRE EXPLOSION4734 N 00433 W1032 UTC08 02Soon after the following message from the vessel in distressis heard on channel 16:

MAYDAYTHIS IS250137000OCEAN KINGCALL SIGN SIERRA OSCAR ZULU ZULUPOSITION: 4734.4 NORTH 00432.9 WESTEXPLOSION ON BOARD. HEAVY LEAKAGE.LISTINGREQUIRE IMMEDIATE ASSISTANCEOVER06 03Almost immediately there is an acknowledgement by theMaritime Rescue Coordination Centre (MRCC) followed byradio messages from nearby ships:

MAYDAYOCEAN KING OCEAN KING OCEAN KING

THIS IS RESCUE CENTRE TELRESCUE CENTRE TEL RESCUE CENTRE TELRECEIVED MAYDAYOVER

Then comes the first answer from a ship in the vicinityanswered by the vessel in distress:08 04MAYDAYOCEAN KING OCEAN KING OCEAN KING.SIERRA OSCAR ZULU ZULUTHIS IS UTOPIA UTOPIA UTOPIACALL SIGN: KILO LIMA OSCAR ALPHA.RECEIVED MAYDAY.

MAYDAYOCEAN KINGTHIS IS UTOPIAMY POSITIONLATITUDE: 4728.1' NORTHLONGITUDE: 00408.5' WESTSPEED: 18 KNOTSETA: 1130 UTCOVER.08 05MAYDAYUTOPIA. THIS IS OCEAN KING.UNDERSTOOD.POSITION: TIME: 1032 UTCLATITUDE: 4728.1' NORTHLONGITUDE: 00408.5' WEST

SPEED: 18 KNOTSETA: 1130 UTCOVER.

After a little while the Rescue centre sends a mayday relay:08 06MAYDAY RELAY MAYDAY RELAY MAYDAY RELAYALL STATIONS ALL STATIONS ALL STATIONS

This is Rescue Centre tel, Rescue Centre tel, RescueCentre tel.Ocean King Information No 1. Following received fromOcean King on VHF channel 16 at 1032 UTC.Begins:

MaydayThis is 250137000Ocean King, SOZZ.In position 4734,4 NORTH 00432, 9 WESTExplosion on board, heavy leakage, listing.Require immediate assistance.Ends.Date and time: 151035 UTC. This is Rescue Centre tel.Over.08 07Many ships start calling in to assist Ocean King. They are allmuch closer to the scene of the accident, but CaptainJames on the Marina gives orders to stand by if herassistance should be required.

The Radio Officer sends the following message on channel16:

MAYDAYRESCUE CENTRE TEL RESCUE CENTRE TELRESCUE CENTRE TELTHIS IS 2320026754MARINA MARINA MARINA

MIKE WHISKEY YANKEE ALPHA THREERECEIVED MAYDAYOVER08 08MAYDAYRESCUE CENTRE TELTHIS IS MARINAMIKE WHISKEY YANKEE ALPHA THREEMY POSITION IS 4726.5 NORTH00359.3 WEST

SPEED 14 KNOTSMY ETA IS 1215 UTC

In this radio communication the ships were equipped inaccordance with GMDSS. A distress call was sent by DSC(Digital Selective Call) from Ocean King, the vessel indistress. The call reached the rescue centre in the vicinityand an acknowledgement was sent out. This could be seenon the DSC receiver by all ships nearby. After that OceanKing sent a voice distress message on channel 16. This wasanswered by the rescue centre and by the ships thatreceived it.08 09Later on the BridgeAfter a while the Marina receives a radio message from theRescue Centre to the effect that her assistance is no longerrequired. As the situation now seems to beunder control themen can relax a bit. Thoughts go back to earlierexperiences.

- Do you remember the Viking Princess last year, John?Captain James asks.

- Indeed I do, I remember the incident very well.- What incident was that, asks Timo, whose curiosity hasbeen aroused.


19/28

1* MarEngPrimera Parte



- This was when you were on sick leave Timo, says John. Itwas last year that we received a mayday message from TheViking Princess in the English Channel. She was a verysmall vessel and had engine trouble. When the Marinaarrived she was sinking.08 10- Captain James first went to windward of the VikingPrincess and lay with the wind on the weather bow. I had alifeboat lowered on the leeside; we took her to the VikingPrincess and managed to take on the distressed crew.

- I remember the sea was quite rough, it was cold and thepoor chaps from the Viking Princess were rather shaken up.- Boy, were they grateful when we arrived in time!- Yes, you were quite the hero there, werent you John,teases Captain James.

IMPORTANT STRUCTURESNow let's see how a mayday message is built up on channel16 after a Distress Call by DSC:

- Mayday- This is...- Ships MMSI number, 9 digits- Ship's name and call sign (once)- Position: Latitude, Longitude

- What is wrong- Over

A) A distress messageMAYDAYTHIS IS + Name, call sign or other identification of thevessel in distress 3 xPOSITION : Latitude, longitude or bearing to knowngeographical positionNATURE OF THE DISTRESSTHE KIND OF ASSISTANCE REQUIREDANY OTHER INFORMATION THAT MIGHT FACILITATERESCUEOVER

B) Acknowledgement by radio telephoneMAYDAYName, call sign or other identification of vessel in distress 3x THIS IS + name, call sign or other identification ofanswering vessel / station 3 xRECEIVED MAYDAY

C) Assistance information messageMAYDAYName, call sign or other identification of the vessel indistress THIS IS + name, call sign or other identification ofassisting vessel POSITION of assisting vessel SPEED ofassisting vessel ETA of assisting vesselOVER

Lets have a closer look at how a mayday message is builtup (on channel 16 after a DSC Call has been made).

MAYDAYTHIS IS250137000OCEAN KINGCALL SIGN SIERRA OSCAR ZULU ZULUPOSITION: 4734.4 NORTH 00432.9 WESTEXPLOSION ON BOARD. HEAVY LEAKAGE.LISTINGREQUIRE IMMEDIATE ASSISTANCEOVER

And now lets study the answer to a distress message:

MAYDAYOCEAN KING, OCEAN KING, OCEAN KING250137000SIERRA OSCAR ZULU ZULUTHIS IS UTOPIA UTOPIA UTOPIACALL SIGN: KILO LIMA OSCAR ALPHARECEIVED MAYDAY

MAYDAYOCEAN KINGTHIS IS UTOPIAMY POSITION

LATITUDE: 4728.1' NORTHLONGITUDE: 00408.5' WESTSPEED: 18 [ONE-EIGHT] KNOTSETA: 1130 [ONE-ONE-THREE-ZERO] UTCOVER

The answer to a distress message consists of two parts: a)acknowledgement b) assistance information message.08 11

I remember once some 10 years ago when I was working ona cargo vessel carrying sand.We were carrying a cargo of nearly 6,000 tonsof sand whenthe vessel encountered a heavy storm with wind gust up to

60 knots and seas of a height of 25 to 30 ft. The ship'sspeed was about 11 knots and she was almost beam on tothe wind and was rolling up to 35 to 40. Suddenly she tooka few heavy rolls of more than 40/50. the sand in the bagswas squeezed, and the cargo shifted in lower hold as wellas in the between decks about 6 feet to the port side. Thismade the ship [list to port] 10 to 15

The bridge have orders [to reduce speed] and the shipheaved to wind. The English Coastguard was alert and I,along with the deck crew, inspected N4 hold, with wascloset to the accommodation. We managed to correct thelist [by ballasting] the starboard topside tanks, and we thenresumed our voyage at full speed with a list of 4 degreed toport. there was no injury to the crew and no damage to thecargo, and we later arrived safety in port. But it is a voyageI'll never forget.


20/28

$+ MarEngPrimera Parte



UNIT 9

ON THE WATCHTHE CREW AND ITS TASKSThe Marina is now well on the way towards the Port ofAntwerp in Belgium, which is her first port of call on theroute.

It is high time we took a closer look at the Marinas crew andtheir tasks on board. We shall let them tell us what they do

on the watch to find out what life and work are like on amodern merchant vessel what maritime careers reallyinvolve and require.

The crew on a ship is divided into three departments:The MasterThe Deck DepartmentThe Engine DepartmentThe Stewards Department

THE MASTERResponsibility09 01We find the Master of the ship, Captain Andrew James onthe bridge.

- Good morning Captain, we would l ike to ask you a fewquestions. How would you describe the Captains orMasters role on a modern ship today?- Well, first of all you might say that it involves an enormousresponsibility. The Captain is in charge of everything andeveryone on board. He has complete responsibility forrunning the ship while at sea and for the safety of the crew,passengers and cargo. Whenever there is an emergency ora serious problem of any kind I will be called upon. I do notstand a watch but in reality I am on duty 24 hours a day. Illbe on the bridge, conning the ship in foul weather or foguntil the danger is over, for however long it takes, be it 24,38 or 72 hours, and no matter how tired or exhausted I am. I

am also the last to abandon ship in case of a disaster.09 02SupervisionThe Master of a ship is not actually a crew member. But Ihave to supervise the work of any other officer or crewmember on board. I direct or oversee crew members whosteer the vessel, determine its position, communicate withother vessels, operate and overhaul engines, performmaintenance, handle lines or operate vessel equipment ofany kind.

This means that, in theory, I have to be as familiar with thework done by stewards and cooks in the Cateringdepartment, engineers and pumpmen (on a tanker) in the

Engine department as I am with the work of the Mates onthe bridge and the Able Seamen, Ordinary Seamen andother deckhands in the Deck department. All thismakes me into a kind of Personnel Manager it is importantto maintain a good morale, team spirit and atmosphere onboard.09 03CoordinationThe Master of a merchant vessel is the agent of thecompany that owns the ship. This means that he representsthe company business in every operation both at sea and inport. A Captain has to be able to coordinate both of theseaspects. All this involves quite a lot of paper work. When weare at sea, my bridge officers and myselfmaintain the Ships Log and the records of the shipsmovements. Then there are the Ships Papers such as theCertificate of Registry, the Muster Roll or Crew List etc.and the documents dealing with loading and unloading ofthe ship; the Bill of Lading, the Cargo Manifest, the Stowage

Plan, the Dangerous Goods Stowage Plan, the Loading andDischarging plan.There are quite a number of documents concerning theships safety and security, certificates issued byClassification Societies and other Maritime Authorities. Theyare all granted by the ships Flag State. This bureaucracy isincreasing all the time.Finally there are the documents for clearance with port

authorities and Port State Control. Today port securityregulations have become very strict the ISPS Code hasincreased our work as well.09 04THE CHIEF OFFICER / THE CHIEF MATE DUTIESSecond in CommandThe Chief Officer or the Chief Mate is the head of the Deckdepartment. This means that I am responsible to the Masterin all matters related to the Deck department. I am also theCaptains assistant in assigning duties to the deck crew andin managing personnel.I am second in command under the Master and will takecommand in the event of the Masters death or inability tocommand the ship.09 05On the watchI stand a watch on the bridge like the other mates when theship is at sea. Navigating the ship is the primaryresponsibility of all the Deck Officers. My watch is usuallythe 4-8 watch, and involves all the ordinary work on thebridge; seeing that the correct course is being steered,posting radar and visual lookouts and monitoring thenavigational equipment and their readings.

Working together with the deck crew I plan and supervisethe loading and unloading of the cargo and I am responsiblefor its safe delivery. I also have to make sure that Deckdepartment equipment like all loading gear, cranes, ramps,doors, lifts and hoses are in good working order. I make

sure that deck personnel maintain themooring equipment, like the windlass, anchors, cables,wires and hawsers.THE FIRST OFFICERFire-fighting drills and boat drills09 06My most important task is, naturally, navigation - to stand awatch and navigate the ship safely. I am the ships damagecontrol, safety officer and training officer. This means that Ihave to make sure that the station bill and the muster bill areproperly prepared and posted and that the fire-fightingequipment and the life-saving equipment are accessible andoperational.I see to it that the crew is well trained in using it and I am in

charge on deck during fire and boat drills. It is extremelyimportant that the crew know their emergency (or muster)stations and duties. In a real emergency I have to takecharge of the whole scene.09 07THE SECOND OFFICERThe Second Officer or Second Mate is, traditionally, theships navigational officer. I have to ensure that bridgeelectronics, navigational and alarm systems, and shipslights are in good working order. I regularly check bridgeinstruments and make sure that up-to-date charts andnavigational publications are available on board. I alsocorrect the charts and update the navigational publications ifnecessary. I provide the Master with information on transitroutes to ports of call including the Sailing Directions, CoastPilot, Light List and Tide and Current Tables and any othersource of information that might be required before enteringor leaving port. Finally, I plot the voyage track and work outthe course. In the event of GPS failure I take terrestrial orcelestial fixes for positioning. I assist the Captain in taking


21/28

$1 MarEngPrimera Parte



the ship in and out of ports. In addition to all this I am alsothe ships medical officer.09 08The Able SeamanI must have a thorough knowledge of, and be able to use, alldeck gear and equipment. I carry out maintenance of deckrigging and machinery such as the loading gear, cranes,ramps, doors, lifts and hoses and the mooring equipment,such as the windlass, anchors, cables, wires and hawsers.In all these tasks I am assisted by the ordinary seamen or

other deckhands, who also do much of the work. We clean,chip, scrape, wire brush, prime, and/or paint the hull,bulkheads, decks, passageways, deck machinery, orspaces, as directed.

In port I handle lines and assist with the loading anddischarging of cargo, and see to it that the cargo holds arecleaned and in operational condition.09 09I stand a watch when the ship is underway as quartermasteror helmsman and steer the ship under the direct orders ofthe deck officers. This means I have to understand steeringcommands, have certain knowledge of nautical terms, Rulesof the Road, fog and distress signals, running lights, thecompass etc.

I carry out important tasks in emergencies. During a fire, forexample, I operate firefighting equipment. If the order toabandon ship is given I assist in the releasing and launchingof lifeboats and life-rafts. In short my tasks are many-sidedand interesting.

THE ENGINE DEPARTMENTTHE CHIEF ENGINEER09 10I am the head of the Engine Department and amresponsible for personnel and the proper operation,maintenance, and safety of the vessels propulsion system,power generation system and all auxiliary machinery andspaces.

I have to decide on effective repairs and I report defects thatmay affect the ships performance to the Master. I alsoadvise the Master on all matters relating to machineryusage, fuel requirements and an overall economical use ofsupplies and stores.

I order, receive, and maintain a proper inventory of spareparts and supplies and supervise bunkering. I see to it thatfuel and water is monitored daily. I assign and supervise thework done by engine department personnel. I set engineroom watches, specify duties, and make sure that watchesare maintained.

A MARINE ENGINEER

09 11Today various specialists make up the staff working in theEngine Department. But the Marine Engineer or ChiefElectrician still has to be a jack of all trades. It is theEngineer or Electrician in charge that has to know all aboutthe mechanical and electrical engineering on board. He hasgot to have the know-how to service theengines and keep them running in good condition; when theship is at sea, any breakdown in the power system,machinery, piping, or steel structure will have to be repaired

as best as can be done without any help from outside.A total blackout or propulsion problems can be extremelydangerous for the vessel and its crew. If the ship startsdrifting in a strong wind, it may lead to listing and in theworst case cause the ship to capsize. No wonder the Engineroom has been called the heart of the ship.

For a more detailed description of

Documents

Maritime English Learning Tool I