Mareng Intermediate

1 MarEng Primera Parte
Bengala de Mano
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En color azul texto disponible en formato audio mp3.
UNIT 0
A Voyage on the MS Marina single but I have a large circle of friends. We often meet, go
00 01 out for a night on the town or go sailing together in the
You are about to set out on a sea voyage on the Marina, a summer. I play the saxophone and belong to a group that
multi-purpose dry cargo ship of 12,000 DWT. During the has regular jamming sessions. During my years at sea I’ve
voyage you will learn about life and work at sea, about the visited many different cultures. I enjoy cooking and am very
maritime field as a whole and most important of all you will much into Asian food - Indian, Thai and Chinese cooking. I
learn maritime English. So welcome on board and join us for like inviting a few friends over for dinner. I’m happy with my
an adventure at sea! single life at present but in the future I want to settle down
with the right girl and have a family.
The Marina
00 02 00 07
The Marina is a multi-purpose dry cargo vessel of 12,000 The First Mate Friedrich Erdmann
DWT. She carries general cargo e.g. metal in coils, and bulk Hello! My name is Friedrich Erdmann and I’m the First Mate
cargo such as grain, coal, ore, fertilizers, timber and 20ánd on the MS Marina. I was born in Stralsund on the island of
40ćontainers. She has her own cranes and derricks for Rügen. My family have been sailors for generations, so it
loading and unloading the cargo. She was built in 1992 at was an easy choice for me to start my nautical studies and
the Wärtsilä Shipyard. go to sea. I have worked on many kinds of vessels, like oil
tankers, Ro-Ro vessels, reefers and now on the Marina, a
Length: 137 meters multi-purpose dry cargo vessel. I am 35 years old and have
Breadth: 22 meters a wife and two children. I enjoy working on the Marina as
Draught: 7.5 meters her route takes her to the Baltic Sea, which is home for me.
Speed in full load: 17 knots The Baltic may not be one of the great oceans but its waters
can be quite tricky both in summer and winter and require a
The Route great deal of seamanship.
00 03
We are going to follow the Marina on its voyage from the The Chief Engineer Tom McPhee
Port of Santander in Spain to the Port of Kotka in Finland on Born in Aberdeen Scotland. Family: wife Anne and a son Ian
the Gulf of Finland. The voyage will introduce us to many of aged 6. Hobbies: mountain trekking, riding, cabinet–making.
the aspects of maritime work and life. 00 08
Hello, I’m Tom McPhee. I’m a true Scot; I like my whisky,
Captain James and His Crew Scottish dancing, and the traditional game of tossing the
They are going to guide you through the ups and downs of a caber, at which I was a champion once. It’s no game for
journey on board a modern merchant vessel. ninnies, the pole weighs 100 kg. But then I’m 6 ft tall. They
Let us hear what they have to tell us about themselves. say that Scots are good at engineering and I chose an
00 04 optional technical course at school. Today I get my fill of
Hello, I’m Captain Andrew James, the Master on the Marina. high tech in the computerized control room on the Marina,
I’m very pleased you can join us on our voyage from the though. So during my free time I just want to relax; I enjoy
Port of Santander in Spain to the Port of Kotka on the mixing with the crowd in my local pub. I play a lot of golf -
southern coast of Finland. I live in Weymouth, which is a Scotland is marvelous for golf courses. I like working with
small town on the south coast of England. My family my hands; cabinet-making is a hobby of mine. We live in a
includes my wife Emma, and two children, my son Fred, very picturesque small town in the Scottish Highlands. My
aged 15 and my daughter Marlene who is now 9 years old. wife Anne is a nurse and our son Ian is 18. Together we
We live in a house with a large garden and a view of the enjoy mountain trekking.
sea. My wife is a great gardener; I prefer to stick to the sea
myself. I have a yacht called the Diana and our family often The Second Mate Timo Ranta
go sailing during the summer. I like reading – I’m especially Born in Turku, Finland. Studies at Åbo Navigations institute.
keen on historical biographies – and I like playing chess Married to Pirjo with a son, aged 3. Likes hunting, fishing
during my free time. and the sauna.
00 09
The Chief Mate John Andersen I think I’m rather a typical Finn. I live in Turku, a port town
Born in Copenhagen; Denmark. Single. Lives in but I have a small cottage by a lake in the lake district in the
Copenhagen. Hobbies: sailing, music, especially jazz, central part of Finland. We go up there during most
cooking. weekends and in the summer. Like so many Finns I enjoy
00 06 living close to nature, hunting, walking in the woods and
Hello! I live in Copenhagen the wonderful capital of fishing on the lake. And, of course, heating up my sauna,
Denmark; ”friendly old Queen of the Sea”. I love my and inviting a few friends over. During the winter holiday my
Copenhagen with its colorful downtown centre, its rich family like to go skiing in Lapland, the northern part of
cultural life, cosy restaurants and hectic night life. I am Finland, where there are many excellent skiresorts-
UNIT 1
In Port McPhee. I’m a true Scot; I like my whisky, Scottish dancing,
01 01 and the traditional game of tossing the caber. Today I get
It is a lovely autumn day, sunny with a fresh northerly wind. my fill of high tech in the computerized control room on the
A car arrives at Number 2 berth Gabriel Huidobro Quay at Marina. So during my free time I just want to relax; I enjoy
the Raos Dock complex in the Port of Santander. The door mixing with the crowd in my local pub. I play a lot of golf. We
of the car opens and a man gets out. Captain Andrew live in a very picturesque small town in the Scottish
James is back on duty after his annual leave. He says Highlands.
goodbye to the company agent in the car and starts to walk
up the gangway to the MS Marina, a multi-purpose dry 12 O’CLOCK IN THE PORT OF SANTANDER
cargo vessel of 12,000 DWT. She lies moored to the quay at Look at the pictures ! What are they doing? The Ing-form /
berth No. 3 in the Inner Harbour. the Progressive Present Tense tells us what is happening
01 02 right now!
All around him is the life and bustle of the port. Trucks and
lorries are rushing back and forth, delivering goods in 01 04
containers, crates and bales. Stevedores are moving cargo Captain James is working on the bridge.
in and out of the warehouses. Crane drivers are operating 01 05
the quayside cranes and ship’s derricks, which are lifting the The crane driver is operating the crane.
heavy cargo, loading and unloading the ships. On board the 01 06
deckhands are attaching slings, hooks and other lifting The trucks and forklifts are moving the cargo out of the
devices to lift the cargo and store it into the holds and on warehouses.
deck. The deckhands must also lash the cargo so that it will 01 07
not shift during the voyage. The cranes are lifting the heavy cargo on board.
01 08
Important Structures The First Mate is speaking on the radio.
The Simple Present is used to describe routines, what 01 09
happens regularly or is a permanent characteristic. Listen to The Second Mate is supervising work on deck.
the Chief Engineer by clicking on his picture! Hello, I’m Tom
UNIT 2
Welcome to a Modern Port Today the Port of Santander is a fast- growing port and an
02 01 important junction in Spain for combined water, road and
Today a major port is a world of its own. Modern port railway transport. In 2003 the total port traffic comprised
facilities have to meet the demands of highly specialized about five million tons of goods. The Port of Santander has
transport systems by sea, land and air. And so within the facilities for handling all types of cargo: dry and liquid bulk,
boundaries of any large sea port we find an amazing range general cargo, RORO and container traffic. The passenger
of services. terminal in the heart of the city has facilities for both ferries
A modern port maintains shipping channels, harbor basins, and cruise ships and there is regular ferry liner traffic to the
and navigation aids as well as the port infrastructure such United Kingdom.
as wharves, quays, docks, storage areas and warehouses, 02 05
cranes for cargo handling and terminals for cargoes and Four million tones of dry bulk such as coal, ore, fertilizers,
passengers. It provides pilots and pilot vessels, tugs for grain, soya beans, cereals and sodium carbonate passed
towage and emergency response vessels in cases of through Santander in 2003. More than 1million tons of
accidents at sea. general cargo was handled, RORO traffic accounted for
02 02 65% of this type of cargo. Of liquid bulk petroleum is the
Within its area we find office buildings for all the various largest element, followed by chemical products and
companies catering for the shipping industry – Ship Brokers, molasses.
Shipping Agents, Stevedoring and Lashing Companies, Depending on the type, bulk goods can be loaded and
Ship’s Chandlers, Marine Engineering Companies, unloaded using a conveyor, grabber or bucket. The bulk is
Companies for Marine Equipment and Ship’s Repair, Cargo loaded into a hopper, which passes it onto a conveyor belt
Surveyors and Inspection Companies, to name only a few. system to deliver it to a stockpile.
Today there are also strict security requirements. Some bulk cargo such as scrap metal is loaded into big
02 03 metal bins known as skips and lifted into the hold of the bulk
The Port of Santander carrier.
Elegant, picturesque Santander, situated in the region of 02 06
Cantabria, is typical of North Spain. The city lies in a During the last few years vehicle handling shows the
beautiful setting, backed by open countryside and dramatic greatest increase in Santander: 36% in 2003.This is
mountains. A very good road network connects Santander important for the port’s image, as shipment of motor
to the whole of Spain, Portugal and the South of France. A vehicles requires excellent standards of logistics operators,
bustling regional capital and a popular holiday resort, as well as port facilities and shipping lines.
Santander offers excellent beaches, splendid viewpoints, The port has invested in and is continually making new
museums, galleries and a lively market. investments in specialized handling installations for all the
The port activity in Santander dates back more than 2000 types of cargo already mentioned.
years, the town being founded by the Romans in 19 BC.
02 04
Reading Comprehension: Vessels and Cargoes (‘twee decks) increase the number of available holds. In the
The general cargo ship huge bulk holds there are removable bulkheads that help
During the last few decades shipping has seen a great deal prevent the grain and other bulk cargoes from shifting.
th
of change. Until the 20 century the most important cargo The container ship
ship was the break-bulk carrier, sometimes called the It was in the 1960s that the first container ship was built and
general cargo ship or freighter. The cargo holds on these since then she has revolutionized shipping. A container ship
ships could carry almost any kind of cargo, both piece is designed to carry cargo in thousands of standard-size
goods and bulk cargo. The cargo was packed into drums, boxes - “containers”, either 20 ft units or 40 ft units. At the
boxes, bags, bales and crates or on pallets. The ship was container terminals these hips can quickly load and
loaded and unloaded using portside cranes and ship’s discharge by means of large quay-side cranes called
derricks that lifted the cargo through the hatches and stored portainers or gantry cranes. The cranes lift the containers off
it into the holds. Cargo could also be secured by lashing and or onto the quay or trucks and off or onto the ship´s deck.
stored on deck. While a conventional dry cargo vessel may take 3-4 days to
The bulk carrier load or discharge, a container ship can do the same in a
Today modern commercial vessels are highly specialized, matter of hours. Today container ships are seen in ports all
designed to carry specific types of cargo. The names of the over the world and are gradually replacing the general cargo
ships tell us what type of cargo they are designed to carry. ships.
The bulk carrier carries bulk cargo, “loose” cargo, either “dry Seen from a distance the container ship has a very
bulk” such as coal, grain, iron ore, fertilizers or “liquid bulk” characteristic “flat” silhouette. The small superstructure with
such as a range of chemicals including petroleum products. the navigating bridge is at the stern of the ship and the
Bulk carriers have huge under-deck specialized holds where many containers are stacked fore of the bridge along the
the bulk products are poured and stored. Bulk carriers come whole length of the vessel.
in different sizes, from the so-called “handy size” bulk The reefer
carriers of about 25 000 DWT to very large carriers of up to The Refrigerated Cargo Carrying Vessels, reefers, are built
200 000 DWT. to carry fruit, meat, vegetables and other refrigerated food
The multi-purpose carrier products that require refrigerating equipment to stay fresh
The MS Marina, the ship in our story, is a type of multi- during a sea voyage. The cargo can be stowed on pallets in
purpose dry cargo carrier. “Multi-Purpose Carriers” transport the refrigerated holds. Some reefers carry reefer containers.
different kinds of cargo: break-bulk and/or pure bulk cargoes Perhaps the most famous of these types of vessels are the
and/or containers, even reefer containers for frozen meats banana carriers, trading between the Caribbean and
or fruit. Many of these carriers are so- called geared Europe.
vessels, they are equipped with their own cargo cranes for The RORO vessel
loading and discharging. Hatch openings are designed to fit Another special cargo vessel is known as the RORO, which
standard container sizes. Removable between decks or means a roll-on, roll-off vessel. The RORO ships have huge
stern (or bow) doors which are lowered to make a bridge The LNG carrier
from the ship to the wharf. On the RORO-vessel whole (Liquefied Natural Gas) and the LPG carrier (Liquefied
trucks can roll on and off very rapidly at ports. RORO is Petroleum Gas) are really a kind of tanker and came in in
often used to carry large numbers of cars/motor vehicles, the nineteen-hundreds. LNG and LPG are not the easiest of
which are rapidly loaded via a stern ramp. cargoes to transport. In its natural state, LNG is a gas; it
The wharf machinery can also get into to the ship’s interior must be pressurized into being liquid or kept as a liquid by
and collect cargo to bring it ashore. reducing the temperature in order to transport it. The shape
The roll-on, roll-off vessel comes in two main types: the of the LNG Carrier, with the huge round Moss tanks seen
passenger RORO and the cargo RORO. Modern car- along the deck, has led to the nickname of “Dinosaur Eggs
passenger ferries take care of most passenger traffic on Carriers”.
short-sea routes in the Baltic Sea and the North Sea. It is The LNG vessels carry explosive gas - kept at below
probably the only type of cargo vessel that most people freezing temperatures - as an unstable liquid. This means
have travelled on. The vehicles are driven on and off that they carry extremely dangerous cargo. The vessels
through a stern door (sometimes a bow door) and stored on must be maintained very thoroughly and safety measures
the car deck below the passenger accommodation areas. on board have to be very strict.
Since the Estonia disaster, when the bow visor gave way in The Lash
the heavy storm and the car deck was flooded, safety Another kind of cargo carrier is the Lash. LASH means
regulations onboard car- passenger ferries have become lighter aboard ship (lighter = barge). The vessel has a huge
stricter and the door structures have improved. 500 ton crane on the main deck. The holds are divided into
The oil tanker cells to make room for the LASH barges which the crane
One of the most important vessels in the world's merchant plucks from the water at the stern of the ship, carries along
fleets today is the tanker. The growth in size of the tankers the deck and stows in the ship’s cells for the voyage. LASH
has been extremely rapid during recent years. Tankers carry barges are loaded at inland river and ocean ports. The
liquid cargo, not only oil, in tanks. The best known are the oil barges are then towed to meet the LASH mother vessel and
tankers. They come in two kinds: the crude carrier, which lifted aboard. When the
carries crude oil, and the clean products tanker, which mother vessel arrives at its port of destination the huge
carries refined products such as petrol, gasoline, aviation crane lowers the LASH barges into the water, where they
fuel, kerosene and paraffin. Tankers range in all sizes from are then towed to their final destination. A Lash ship does
small bunkering tankers of 1000 DWT, used for refueling not need to tie up to a port during discharging.
larger vessels, to the real giants the VLCC (Very Large Heavy–lift ships
Crude Carrier) of 200 000 - 300 000 DWT and the ULCC ( Another very special type of ship is the heavy-lift ship. This
Ultra Large Crude Carrier) of over 300 000 DWT. type is a little like the LASH. The heavy-lift ship is designed
In 1990, the United States enacted the Oil Pollution Act to carry exceptionally heavy loads and unusual cargoes
(OPA). It requires a gradual introduction of tankers with such as power plants, oil rigs, generators, and yachts. The
double hulls, i.e. not just with double bottoms but also cargo (even small vessels) can be stowed aboard the ships
double on both sides. Full compliance with the law is as far by a lift-on lift-off method using the ship´s own cranes or by
away as 2015. This stamp shows a picture of the modern a float-in float-out method where the mother ship is partly
double-hulled Mobil Oil tanker ‘Eagle’, built 1993, of 284,493 submerged under water during loading and unloading the
DWT. However, most tankers trading worldwide today are cargo she is to carry.
still single-hulled vessels.
UNIT 3
Loading the MS Marina General stowage
03 01 The Chief Mate is generally responsible for loading and
Cranes on Marina: Lifting capacity: 5-60 tons discharging of the vessel. All cargo handling gear on board
Radius: 12-40 meters needs frequent overhauling. If wires, blocks, chains,
The cranes have a low height. This improves visibility from shackles, cargo hoses, hooks and slings are not checked
the vessel’s navigating bridge. The cranes are light and regularly, loading and discharging can become a risky affair
have a low centre of gravity. This improves the ship’s or cause unnecessary delay.
stability and increases cargo capacity. Carrying general cargo and its many separate items in
The cranes have a wide rope field at the hook. This allows drums, barrels, crates, bags, rolls, cases, boxes and cartons
safe and stable cargo handling (anti-swing device). They often presents difficulty. Check that this packing is not
have maintenance-free hydraulic luffing arms. The boom is damaged or deformed. When loading general cargo, take
well supported at all boom angles due to the double acting special care not to waste loading space. Take into account
hydraulic rams. the nature of the cargo. Some merchandise gives off a
The jib is above the operator’s cabin. This gives the crane strong pungent smell or moisture and is liable to
driver a free view of the contaminate other goods. Cover contaminated goods with
ship deck and the cargo holds. The jib has a short minimum tarpaulins and separate them from other goods. Handle
radius. This makes it possible to place cargo quite near the fragile goods with caution. Do not stow heavy pieces of
crane. cargo on fragile ones; barrels of liquids may leak and cause
03 02 damage etc.
Down on the quay the stevedores are getting ready to load Container damage: Segregation, Infestation
the Marina for her next voyage. She has her own loading Today most general cargo is transported in containers.
gear on board; there are three huge Liebherr el/hydraulic Before stuffing, it is important that containers are checked
cranes designed for multi-purpose cargo and container for external damage such as holes or tears in the paneling
handling. or broken or distorted or deformed door hinges, locks or
John Andersen, the Chief Mate is on the bridge supervising door seals. There must be no internal damage such as
loading. He has radio contact with the crane drivers and the leftovers (dust, grease or liquid) of the previous cargo and
seamen working with the cargo down in the holds. He is the interior should be free from any sweat or frost. There
also in contact with Timo Ranta, the Second Mate, who is should be no evidence of pests, insects, vermin or rodents
supervising loading work on deck. which might infest the cargo and lead to delay by the Port
authorities.
- Prepare the vessel for loading! Unlock the hatch covers! Other rules concerning stowing goods into containers
Timo, I’m giving notice to the stevedores on the quay that include the following:
we expect to be ready to start loading by 14.00 local time. Is · Do not load goods with damaged or deformed packing
that enough time for preparations? into the containers.
- Yes, that should be OK, John. Is the cargo list available · Do not stow wet and damp goods with dry goods.
and complete? · Do not use dunnage or packaging which is incompatible
- Yes, the list is complete. Have you got the stowage plan? with the cargo.
03 03 · Do not stow goods with tainting odours close to sensitive
- Yes, I have. It is a bit unclear for holds 4 and 5. merchandise.
- All right, complete the stowage plan and report back to me, · Observe all IMO regulations concerning dangerous goods
please! You have the stability calculations? and use appropriate labels on the containers to identify such
After a while Timo reports back. cargo.
- Stowage plan now complete. All is under control, John. · Comply with IMO stowage segregation at all times.
Shall I prepare holds and hatches for loading now? · Be sure to instruct the crew on how to use equipment, e.g.
- Yes, prepare holds and hatches for loading, carry on. how to connect reefer plugs and clip-on units.
Timo is now giving orders to the seamen working in the Ventilation
holds: In cargo handling the Mate’s knowledge of proper ventilation
- Open the hatches for loading. Check the hatch covers for on board is of great importance. In loading and discharging
damage and report! as well as in making repairs on board, the crew members or
- Hatch covers in order! stevedores may be poisoned or even killed by contaminated
- Switch on hold lights and hold ventilation. air or poisonous gases due to lack of ventilation. Before
03 04 anybody enters oil tanks, ballast tanks, storerooms, holds or
- Hold lights switched on, hold ventilation system pump-rooms to carry out repairs or inspections, those
operational. spaces must be properly ventilated. Without breathing
- Ok, are the holds clean and free of smell? apparatus, protective clothing or a smoke mask and a
- Yes, holds clean and free of smell. lifeline men risk their lives if the spaces are not gas free.
- Are the safety arrangements in the holds operational? There have been examples of victims of suffocation on
- Safety arrangements will be operational in 15 minutes. board ships due to accumulation of lethal gases or lack of
- Everything clear down here John! oxygen.
- OK, are the cranes operational? Humidity, Condensation, Sweating
- Yes, cranes are operational. Container or cargo sweating occurs when the outer surface
- Good. Instruct the crane drivers and keep within the safe of the container/cargo hold is cooled to a temperature below
working load of the cranes. Report back to me when loading that of the air enclosed in the container/hold. This results in
is complete. We must check for possible damage and condensation: droplets forming on the interior roof and
prepare for sea. That’s all for now. Carry on! interior side panels, and then dripping on to the cargo,
While John is waiting he decides to have a much needed causing mould and water damage.
cup of coffee. The day goes This might happen, for example when cargo loaded in the
on… tropical belt in warm conditions with high relative humidity is
transported to cold winter conditions in Europe. The
temperature outside the container gradually cools down Spills of fuel oil on board should end up in the sludge tank
during transit, leading to condensation inside the container. but today’s mixtures of fuel oils, resulting from drainage and
One simple solution may be to replace leakage in machinery spaces, lubricants, detergents,
the warm moist air by proper ventilation or air conditioning. solvents and water often find their way into the bilge water
Sometimes it is important that the air surrounding a cargo tanks. Without modern bilge water cleaning equipment this
has to be very dry. Ventilated air then has to be passed may lead to discharge of bilge water containing pollutants at
through dehumidifier units. Various desiccants and sea.
absorbent materials can also be used to absorb moisture Ballasting
and help keep cargo dry. Ships have to de-ballast as cargo is loaded and ballast as
Dangerous Cargo cargo is off-loaded. Ballasting is a great problem from the
Today a great deal of the cargo carried on board ships falls point of view of pollution. “Tankers carry their cargo in a
under the category of dangerous goods. Knowledge of the number of tanks or compartments within the hull of the ship.
IMO classification of dangerous goods is vital and it is Before the introduction of segregated ballast tanks, tanks
equally important always to observe the IMDG Code when were cleaned after the oil was discharged and about one
handling such goods. Explosives, flammable substances, third of them filled with [ballasting] seawater... This naturally
poisonous or noxious cargo, infectious led to a considerable amount of oil getting into the sea. The
substances, radioactive materials and corrosives all require ballast water, which was pumped overboard to make way
special precautions as to handling, stowing, segregation and for a fresh cargo of oil, was also contaminated.”
labeling. So do goods that are liable to spontaneous heating “In the late 1970s an improvement was introduced. Instead
and combustion. of using water, the tank cleaning machines used crude oil -
Always check the compatibility of IMO class goods and in other words, the cargo itself. When sprayed onto the
ensure proper segregation. Thus, for example, flammable sediments clinging to the tank walls, stripping the tanks, the
cargo must be stowed away from the engine room. oil simply dissolved them, turning them back into usable oil
Infectious substances must be separated by one that could be pumped off with the rest of the cargo. There
hold/compartment from foodstuffs. was no need for slop tanks to be used since the process left
Spillage virtually no slops. The process became known as Crude Oil
Cleanliness in the engine room is important in order to Washing (COW)”.
prevent excessive oil residue in bilges and throughout the
engine room. Drip trays, oil pumps, fuel oil valves and sea
suction valves must be in good working condition.
VESSEL TYPES drum with various tension devices. The drum diameter is 4m
BULK CARRIERS long and has fixed-angle fleeting rings and blades for
Bulk carriers, or just bulkers, are ships especially designed controlling the cable work. It is equipped with a special A-
to carry loose goods in bulk. The cargo transported in bulk frame for handling the plough used for
commonly includes wood, coal, ore, grain, coke, fertilizers, cable burial in the seabed. Furthermore, “The Cable
cement, light minerals, sugar and sand. Innovator” is equipped with an echo sounder and devices
Bulkers usually have one deck, with the engine room in the for measuring the length of the cable laid out. While laying
stern and a deckhouse above it. Holds are constructed with cables, all main data are monitored, logged and printed out
longitudinal and cross walls, called bulkheads. Cargo in bulk as a quality control. The control system can also display all
is easily stowed in between them. Bulk cargo ships are not data accounting for the tension of the plough tow cable
equipped with any handling gear, except for handy size when the vessel operates and can activate the alarm in
ones, up to 30,000 tons of deadweight. case the cable tension gets too high. The vessel
All loading and unloading is done by means of shore automatically reduces its speed. When buried safely
devices like grabs or suction pipes. Some of them make use beneath the sea bed, the fibre optic communication cables
of flexible ductings and fans, which simply blow light cargo constitute a vital part of our global telecommunication
into holds. Port devices may include special conveyors that network.
drop cargo inside. CAR CARRIERS
When one hold is full, loading is continued into the next one. The “Elbe Highway” is the first of the series of four
Bulk carriers have large upper and lower ballast tanks to innovative PCTC (Pure Car and Truck Carrier) Ro-Ro car
provide enough draught. carriers built in Gdynia Shipyard S.A., Poland, for long-term
Some bulk carriers are designed to function also as tankers. charter for Kawasaki Europe. The shipyard design office
Such vessels are called Ore Bulk Oil (OBO) carriers. team initiated and accomplished all the concept work on
CABLE-LAYING SHIPS these new vessels. Along the way they were
Cable-laying vessels, also called cable layers, are specially able to put into practice the yard’s considerable experience
designed for laying and repairing telegraph and telephone in the field.
cables across vast water areas like channels, seas and The delivery ceremony was held on 20th August 2005,
oceans. Modern cable layers are as efficient in repair and exactly nine months after the commencement of steel
maintenance operations as in long-haul cable laying. cutting. The second ship, the “Thames Highway”, exactly
The internet boom together with the extraordinary expansion replicating the design of the prototype, was completed by
of telecommunication has led to the growing demand for the end of 2005.
vessels specializing in laying sub-sea optical fibre networks. The largest car carriers of today can handle over 6000 units.
“The Cable Innovator” seems to be the largest vessel The “Elbe Highway”, with her overall length (LOA) of 143 m
operating in this market. The ship was built by Kvaerner and breadth (B) of 25 m, can carry up to 2100 units, so the
Masa Yards in Finland. All cable-laying operations are total car deck capacity is comparatively small. In fact, she
carried over the stern, so the vessel can maintain a high can be classified as the only vessel ever designed and built
speed and is not slowed down during cable work. Moreover, expressly for carrying vehicles.
it can operate successfully in extreme weather conditions. It The intention was to follow the innovative approach to world
has been designed to deploy a remotely operated vehicle car transport. The crucial idea is to lower the cost of the port
(ROV). The vehicle is connected to the ship via stay by means of employing smaller cargo ships, operating
communication tether. as feeders.
The most important cable handling equipment aboard “The The vessel is constructed with two hydraulically-operated
Cable Innovator” is the electrically operated cable laying external stern ramps. One is a straight stern ramp, another
one is a quarter stern ramp. Each of them has a safe The ramp was placed behind the bow visor. Thus, as you
working load of 70 tons and a 6-metre long driveway. All can see in the drawing above, the ramp was longer than the
vehicles ranging from passenger cars to heavy movable available height of the deck. There was only one reason for
machinery can be loaded and discharged through these two such a long ramp. Namely, the bulbous bow had become so
ramps. long that the ramp needed to be extended to reach the quay
For PCTC carriers, a stern quarter ramp offers considerable edge.
advantages for cargo access and handling. Its main benefit While operating on the Baltic Sea on the 28th of September
is that it allows the vessel to berth in the normal manner, 1994, at about 0115 hrs, the visor separated from the bow
that is alongside the quay, without the need for special and tilted over the stern. The ramp was pulled fully open,
shore facilities. The motor vehicles carried by the “Elbe allowing vast amounts of water to enter the car deck.
Highway”, and later on by her three sisters, can Consequently, the ship listed heavily to the starboard side.
be handled at any port in the world, not only at Ro-Ro Many of the passengers were trapped in their cabins, with
terminals with trailer quays. no chance to get out in time. A few minutes later, all four
The carrier is built with eight cargo decks in total. Two of main engines stopped and the list increased as the water
them are lift able car decks. They enhance greatly the started to enter the accommodation area.
operational flexibility of the vessel. Unlike hoist able car Flooding of the ferry continued so fast that the starboard
decks, they have no integral lifting mechanism, but are side submerged ten minutes later. The ship was sinking
deployed by a mobile deck lift. rapidly and disappeared from the radar screen at about
Thus, the maintenance requirements of each of the panels 01.50hrs.
forming the movable decks are limited. The alleged cause of water coming into the car deck
The arrangement of internal ramps and fixed car decks resulting in the Estonia catastrophe was the poor
follows the main design concept to shorten the time in port. construction and bad maintenance of the visor and bow
Namely, deck supporting pillars have been designed off the ramp, together with too high operating speed. However,
ship centre line, making the construction not symmetrical, there were some other theories presented. According to one
but allowing for better cargo access. of them, the problem was that the bow visor was placed in
The “Elbe Highway” has been classified by DNV as ICE-1A such a position that it could not be seen from the bridge.
as the hull is strengthened in her underwater and bow The bridge crew would have probably reacted if they had
sections. The navigating bridge is fully glass-shielded to been able to observe the visor.
improve the navigation visibility on icy waters. Another theory is based on the fact that the Estonia had not
The prototype carrier has already joined the growing fleet of met the requirement of having an extra collision bulkhead,
high-quality car carriers of high maneuverability and which should have been placed at more than 5% of the
efficiency that are operating on short routes in the Baltic and ship’s length from the forward perpendicular. This would
North Sea regions. have definitely increased her chances of surviving the loss
CONTAINERSHIPS of the visor. If the collision bulkhead had
These ships carry cargo in containers. Goods are locked been there, it would have prevented water from entering the
and sealed in huge boxes of standard size. Containerships car deck.
carry containers both in holds and on the main deck. In the So the attempts to build vessels strong enough to restrain
holds, there is a special cellular structure of guide rails the sea have once again been conquered by the forces of
where containers are stowed one on the top of another. the nature.
That is why they can be also called cellular vessels. These INDUSTRIAL SHIPS
ships usually have one deck, with the machinery spaces Industrial ships are designed to carry out industrial
located towards the aft end. Additional containers are processes at sea, like drawing out raw materials and food
stowed on open deck and anchored in place by wire ropes. resources from waters. The activities that take place aboard
Containerships have produced a revolution in water these ships include extracting oil and mineral salts, or
transport. The higher speed of around 26 knots is their main catching and processing fish and crustaceans like crabs,
advantage over other cargo ships. In addition, the loading shrimps and lobsters. Thus, if we consider the function the
and unloading work with the use of shore based moving ships perform, we can clearly distinguish between the
gantry cranes is extremely fast. The primary advantage of extractive and processing
the use of containers is the possibility of transporting cargo ships. The first type includes trawlers and seiners A trawler
directly from customer to customer, not only from port to is the most popular vessel among fishing ships. Its name
port. comes from the name of the activity, ‘trawling‘, which means
Container vessels have grown in capacity up to 8000 TEU. catching fish by dragging a fishing net along the sea bed.
Large container vessels usually do not have their own The trawl can be launched either over the ship side or over
loading gear. However, small, or medium-sized ones, called the stern.
container feeders, are often equipped with cargo gear. Also, Spain and Norway have been taking the lead with respect to
some multipurpose ships can operate as container feeders. the number, size and the variety of trawlers built.
THE “ESTONIA” FERRY Non-trawling vessels can range from simple crafts which
The “Estonia” ferry was delivered in 1980 to operate on deploy a net, to fishing vessels that first lay out nets, even
routes in the heavy traffic between Finland and Sweden. for a distance of a few kilometers , and then wait for the
The ship was, at the time of delivery, the second largest shoal of fish to swim into it The typical representatives are
ferry working in the Baltic Sea region. It was built with one seiners, tuna clippers and crab boats.
bow ramp on the car deck, enclosed by a hinged bow visor A seiner makes use of a special kind of net called a seine
that opened upwards, and two stern ramps. Passenger net in the following way: the net hangs vertically in water. Its
entrance doors were arranged on decks 4 and 5 and the top edge floats and its bottom is weighted and equipped
pilot and bunkering doors located on the car deck. with a rope. When a shoal of fish swims into the net, the
The design of both the visor and ramp were very popular at rope tightens and closes around it.
the time. The installation included a bow visor and a loading Processing ships receive fish or other sea goods from
ramp. The ramp was hinged at car deck level and was extractive ships, process them into products, and bring them
closed when in a raised position. In a closed position, the to ports. They must be fitted with special machines for
upper end of the ramp was extended into a box-like housing processing, canning and storing.
on the forecastle deck. The only reason for such a TANKERS
construction was to make space for the ramp when the visor Tankers are vessels designed for carrying any liquid cargo
was in its closed position. such as petroleum and products derived from it, liquefied
gases, chemicals, wine and water. There are gas tankers Crude oil tankers are the largest of all cargo ships. Their
designed for carrying liquefied gas, either LPG or LNG, both capacity has risen right up to 500,000 tons and,
of which need to be kept at higher pressure and at low consequently, their large draught limits their sailing routes.
temperatures to maintain the cargo in a liquefied state, and There are only a few ports that supertankers can enter and
there are crude oil tankers. The latter usually carry crude oil thus they are mostly loaded and unloaded from off-shore
from a loading port near oil fields or from the end of a pumping stations. The liquefied cargo is loaded by means of
pipeline to a refinery. pipes from shore facilities and through flexible pipelines
Gas tankers are often steam turbine ships. The boil-off, mounted on the jetty.
which is the gas evaporated from the cargo in order to keep A further step in the development of the oil industry is the
the temperature low, can be used as fuel for the boilers. Floating, Production, Storage and Offloading vessel
Tankers come in all sizes, ranging from bunkering tankers of (FPSO), designed for off-shore purposes.
1000 DWT used for refueling larger vessels to the real When a large vessel like a crude oil tanker is damaged by
giants: collision or grounding, vast amounts of oil may leak out
· the VLCC – Very Large Crude Carrier , 200,000 – 300,000 straight into the sea. This explains the strict requirement for
DWT them to have a double hull.
· the ULCC – Ultra Large Crude Carrier , over 300,000
DWT
UNIT 4
The Ship 04 21
04 01 On the 2nd deck we find the accommodation or living
Let us now make a tour of the Marina and learn the words quarters for the crew
for the different parts of a ship. Let us start at the bow and 04 22
go aft. including engineers and electricians.
04 02 04 23
Going aft we will find the following superstructures. First is On the 3rd deck is the accommodation for the officers - on
the forecastle head or forecastle deck the starboard side the First Officer’s cabin and office;
04 03 04 24
and on it the windlass for the anchor. on the port side living quarters for the Second and Third
04 04 Mate.
On the Marina it consists of two combined anchor 04 25
mooring winches. Amidships on the 3rd deck is the Conference Room
04 05 04 26
Aft of the forecastle the main deck stretches along the whole and the Ship’s Office.
length of the ship. 04 27
04 06 On the 4th deck are the Captain’s day room and bedroom
On the main deck are her three huge hydraulically driven 04 28
cargo cranes with a lifting capacity of 37 tons - the Marina is and aft of these on the starboard side the Chief Officer’s
a so called geared vessel, i.e. she has her own cranes for cabin and office.
loading and unloading the cargo. 04 29
04 07 On the port side is the cabin for the Ship’s owner.
On the open main deck, also called “the weather deck”, we 04 30
find large hatch covers over the hatches that lead down to On top is the navigation bridge (in the past often called the
the cargo holds below. Wheel House).
04 08 04 31
The Marina has MacGregor fold-tight hatch covers with six A modern navigation bridge is an integrated work space
panels per hatch end. The hatch panels are folded open which includes workstations for navigating and conning the
when cargo is loaded into the huge holds. The length of the ship, a Chart Desk and a Communication Workstation
panel pairs usually corresponds to the length of the (earlier called the Radio Room). On the side are the so
containers stored on the weather deck and in the hold. On called Bridge Wings to improve visibility from the bridge.
the Marina the hatch covers can be partly opened and cargo 04 32
lifted away for individual panels. It is important that the hatch On top of the navigation bridge is the main mast
covers are closed tightly - they are sealed. The sealing 04 33
systems of the hatch covers must be reliable so that the with the radio antennas,
covers are weather tight and resist water, corrosion and 04 34
drastic changes in temperature. navigational and signal lights and radar scanners.
04 09 04 35
Below the weather deck are the cargo holds. Aft of the main mast are the funnels
04 10 04 36
On the Marina there are five holds that can load a wide and aft of these is the poop deck.
range of dry cargoes. The holds can be used both for 04 37
carrying bulk cargo like grain or fertilizers or to stow On the poop deck there is a second set of mooring winches.
containers. Strong bulkheads separate the holds from each The engine room on the Marina is at the stern of the ship
other. below the main deck aft of the cargo holds.
04 11 04 38
In addition to this, the holds on the Marina have removable The whole body of the ship is called the hull.
between decks (often called ´twee decks) with their own 04 39
hatches and ´twee deck hatch covers. The outer surface is called the plating. On the Marina the
04 12 hull is made of steel. It is strengthened to meet Lloyd’s
This increases the maximum number of cargo holds to ten. Register ice class 1A requirements. This is necessary, as
The Marina can also carry containers on the weather deck. she is on traffic in the Baltic Sea. The space between the
04 13 cargo holds and the bottom contains the double bottom
On bulk carriers and on multi-purpose vessels like the tanks for ballast and sometimes for fuel.
Marina the superstructure lies towards the stern of the ship. 04 40
04 14 Stairs on a ship are often called ladders.
The superstructure is built up in a number of decks. 04 41
04 15 Rooms (space) on a ship are often called compartments.
On the 1st deck there are the dining rooms for the crew and 04 42
the officers called “the mess” The compartments are separated by watertight bulkheads.
04 16 The Marina makes a speed of 17 knots. She carries a crew
and the ship’s galley. of 15. Her DWT is 12,000 tons. Her overall length (LOA) is
04 17 140 m, her length between perpendiculars (LBP) is 130 m,
On this same deck are the dayroom for the crew, where the her breadth is 22 m and her draught is 7.5 m. She can carry
seamen get together during free hours, 521 TEU containers including 20 refrigerated containers.
04 18 Her total cargo hold capacity is
and a lounge or dayroom for the officers. 14,950 cubic meters.
04 19
Other recreation space for the crew includes a sauna Study these sentences:
04 20 • There are ropes at the bow and at the stern.
and a gym. • There are ropes fore and aft.
• 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 the
left.
• 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 ship
to the quay in port.
UNIT 5
Leaving Port - Marina Bridge, this is Marina Forward station. I read you
05 01 with signal strength five.
The Marina is now ready to sail from the Raos Dock in the - Marina Bridge, this is Marina Aft station. I read you with
Port of Santander. The Pilot has come on board and is signal strength five.
greeted by the Second Mate, who takes him up to the bridge - Marina Forward station. Single up forward to spring!
to meet the Captain. - Marina Bridge This is Marina Forward station. I will single
Now listen to the conversation between the pilot and up.
Captain James. - Marina Aft Station. Single up aft to breast line! Make fast
- Good afternoon, Captain. I don’t think we have met before. tug towing line on starboard quarter!
I’m Alejandro - Marina Bridge. This is Marina Aft station. I will single up
Rodriguez. and make fast tug.
- How do you do? Pleased to meet you. I am Andrew - Marina Bridge. Singled up forward.
James. Welcome on board, Mr Rodriguez. - Marina Bridge. Singled up aft.
- Thank you. I understand you are ready to leave port. 05 07
- Yes, we’ve just about finished with the paper work and - Marina. Let go forward! Let go aft! Is the propeller clear?
Port State Control. The cargo loading operations are - Marina Bridge. Marina Aft Station. Yes, propeller is clear.
completed. I think we are actually all set to start singling up. All clear aft!
Rodriguez studies the wheelhouse poster, which contains - Marina Bridge. Marina Forward Station. All clear forward!
information on the Marina. - Marina. Finished with maneuvering stations!
The interview continues. - Marina Bridge. Marina Forward Station. Understood.
05 02 Finished with maneuvering stations.
- Is there any particular information you would like to give - Marina Bridge. Marina Aft Station. Understood. Finished
me? Any recent changes on board? with maneuvering stations.
- No, not really – I have the pilot card for you. Here you are. While the tug is assisting the Marina, she is getting off from
I’ll be happy to fill you in with any maneuvering data you the quayside. The small but powerful harbour tug tows the
need. big ship slowly but steadily.
- Thanks, there are a few questions I’d like to ask. Is the The Marina is now free of the quay and soon she is in the
engine room manned? middle of the basin.
- The engine room will be manned while leaving port, but is - Let go towing line!
on bridge control. 05 08
- How long does it take to change engines from ahead to The Marina is ready to maneuvers on her own. The harbor
astern? tug is leaving her.
- It takes 25 seconds to change from ahead to astern. - Slow ahead, says the pilot.
- And to start engines from stopped? - Slow ahead, repeats the helmsman.
- It takes, let’s see, 15 seconds. - Starboard twenty!
- Do you have a right-hand or left-hand propeller? - Starboard twenty.
- We have a right-hand propeller. - Midships!
- And you have a bow thruster? - Midships.
- Yes, a bow thruster of 900 kw. - Steady as she goes.
05 03 - Steady as she goes.
- And what is your maximum present draught? Noting the heading the helmsman continues:
- It is 8 meters. - She is steady at 182° degrees.
- Ok, fine. One or two more things. Do you have a 05 09
controllable or a fixed-pitch propeller? The Marina is now getting underway; she is passing through
- We have a fixed-pitch propeller. the Port of Santander area. On either side are different
- Is the turning effect of the propeller very strong? docks and wharves serving all the big specialized vessels.
- Yes, it is very strong. Soon the extraordinary landscape of the whole Bay of
- So how long does it take from hard-a-port to hard-a- Santander surrounds the Marina with white sandy beaches
starboard? both small and sheltered from the wind or open to the bay
- It takes 20 seconds. with more surf. Next to these beaches, a coastline of cliffs
- And what is the speed at full ahead and dead slow ahead? and beautiful natural areas looks out over the sea. The
- Let me see, at full ahead it is 17 knots and at dead slow Marina is leaving the elegant city and the snow-topped
ahead 4 knots. mountains behind. She is passing ships of all sizes and
05 04 nationalities on her way towards the main fairway and the
- I think that about covers it. Are you getting tug assistance? open sea. Some vessels are going inward, to port, while
- Yes, we will have one tug assisting us while casting off. other vessels are outbound, towards the sea; they are going
- Are you ready to get underway? outward.
- Yes, indeed we are. 05 10
- All right then. Stand by engines. The Marina is keeping a steady course and speed, and is
05 05 making a speed of 5 knots.
The Marina is now ready to cast off. She is moored to the Her ports of call during the voyage will be first Antwerp in
quay by a number of ropes. Belgium, then Gdynia in Poland, after that Riga in Latvia
At the bow are the head lines. The stern is fastened by the and her final port of destination will be Kotka in Finland. The
stern lines. The lines are fastened to the bollards on the voyage is just starting. The weather is fairly good, the
quay. There are also the breast lines fore and aft. An forecast has promised sunny spells but with occasional rain
important line is called the spring. showers, and visibility about 1 mile; there will be a north
05 06 westerly wind of 8 m/s, with a moderate sea. In the distance
The boatmen on the quay cast off from the bollards. she can see the famous Isla de Mouro Lighthouse off
- Marina Forward station, Marina Aft station, this is Marina Santander.
Bridge, how do you read me?
It is time to contact the Coordination Local Centre of Slack away / hold on / heave on the
Santander and report to VTS, head line!
Vessel Traffic Service… breast line!
forward/aft spring!
CASTING OFF – ORDERS Let go head line/stern line!
05 11 Let go breast line!
Stand by for letting go! Let go forward/aft spring!
Single up head lines! Let go all forward!
Single up stern lines! Let go all aft!
Single up forward/aft breast line! Let go all ropes!
Single up the forward/aft spring!
UNIT 6
In the Fairway • minutes.
06 01 • QUESTION: Are you carrying dangerous cargo?
The Marina is now proceeding in the fairway. The Diana, a • Over.
vessel ahead of her, is altering course to starboard. The Seagull:
Diana will turn at Buoy No 4. The Marina is keeping a • Rescue Centre Santander.
steady course and speed, and is making a speed of 5 knots. • This is Seagull. Engines are not working. Our
The Chief Mate on the Marina calls up Vessel Traffic vessel is not under
Service: • command. We are carrying flammable cargo.
• Over.
Marina: 06 06
• Santander Vessel Traffic Service. This is Marina, After a little while the Rescue Centre sends the following
Marina, Marina. On Channel 12. Over. message on channel 16.
• VTS: Marina, Santander Vessel Traffic Service.
Channel 12. Over. • Pan-Pan, Pan-Pan, Pan-Pan
Marina: • All stations, all stations, all stations
• Santander Vessel Traffic Service. This is Marina. I • This is Rescue Centre Santander, Rescue Centre
am underway. My destination is Kotka in Finland. Santander, Rescue Centre Santander with Pan
My cargo is bulk grain. My ETA at pilot station is message No 1.
1300 local time. My draught forward is 6.5 metres
• Vessel Seagull in position bearing 072° from Isla
and my draught aft is 7.2 meters. I have a list to
de Mouro Lighthouse, distance one mile, is not
port of 2 degrees. Over.
under command, awaiting tug assistance. Seagull
06 02
is carrying flammable cargo. Vessels are advised
VTS:
to keep clear of the area.
• Marina, Santander Vessel Traffic Service.
• I repeat.
Understood. INFORMATION: Diana will turn ahead
• This is Rescue Centre Santander, Rescue Centre
of you at Buoy No 7. INSTRUCTION: You must
Santander, Rescue Centre Santander with Pan
wait for the Diana to clear the buoy before entering
message No 1.
the main fairway.
Marina: • Vessel Seagull in position bearing 072° from Isla
de Mouro Lighthouse, distance one mile, is not
• Santander VTS, Marina. Understood. I am
under command, awaiting tug assistance.
proceeding at reduced speed. I will wait for Diana
to clear Buoy No 7 before entering the main • Seagull is carrying flammable cargo. Vessels are
fairway. advised to keep clear of the area. Date and time:
06 03 141315 local time.
After a while the Marina gets the go ahead from the Vessel 06 07
Traffic Service to enter the fairway. She is proceeding along And on the VTS channel the Marina receives the following
the main fairway, steering a course of 236° when su ddenly message:
the following message is heard on the VTS radio channel.
Santander VTS:
VTS: • Marina.
• All ships, all ships, all ships. This is Santander • Santander VTS.
VTS, Santander VTS, Santander VTS. • WARNING: You are proceeding on a dangerous
INFORMATION: Visibility is slightly reduced by course.
rain. Visibility at Isla de Mouro Lighthouse is one • Vessel ahead of you in position 43° 28.7´ N, 003°
thousand meters. Visibility is expected to decrease 44.1´ W is not under command. It is dangerous to
to 500 meters during the next hour. There are approach the Seagull.
dredging operations in position north side of • ADVICE: You must pass Seagull at a wide berth.
fairway at Las Querantas. ADVICE: Vessels are Over.
advised to navigate with caution. Marina:
06 04 • Santander VTS.
While the Marina is getting well underway in the fairway, a • Marina.
vessel ahead of her, the Seagull, has run into trouble. The • ADVICE RECEIVED. I will pass Seagull at reduced
following radio communication is heard on Channel 16: speed and keep a wide berth.
06 08
Seagull: With the help of several tugs, the Seagull gradually gets
• Pan-Pan, Pan-Pan, Pan-Pan. underway on the opposite course and heads back to the
• This is Seagull, Seagull, Seagull. Port of Santander for repairs. And the Rescue Centre can
• My position is 180° one cable from Light Buoy No give the all clear:
4. Our vessel is
• not under command. I need immediate tug • Pan-Pan, Pan-Pan, Pan-Pan
assistance. • All stations, all stations, all stations
• Over. • This is Rescue Centre Santander, Rescue Centre
06 05 Santander, Rescue Centre Santander.
Rescue Centre: • Please cancel Pan message dated 141315 local
• Pan-Pan. time.
• Seagull. • Seagull is proceeding inward with tug assistance.
• This is Rescue Centre Santander. Fairway now clear.
• Received Pan-Pan. • Vessels may proceed.
• We are sending tugs to you. Towing assistance will • This is Rescue Centre Santander.
reach you in 20
The Marina is now free to head for the open sea and the calls, as he climbs down the ladder to the pilot cutter.
Bay of Biscay. The pilot leaves the ship. “Bon voyage!” he
SEAMARKS, LIGHTS AND BUOYS When a light is fitted it is white and flashes in groups of two.
TheIALASystemofBuoyage The Safe Water Mark is red with white vertical stripes. It is
The IALA (International Association of Lighthouse spherical in shape, pillar shaped
Authorities) System of Buoyage applies to all fixed and or spar-shaped. Top marks, which are optional on spherical
floating marks in the fairways, except lighthouses, sector buoys, are a single red sphere. When a light is fitted it is
lights, leading lights and leading marks, light vessels and white in colour and it either flashes or occults or is isophase.
Lanbys. The standard buoy shapes are cylindrical (can),
conical, spherical, pillar and spar. The Special Mark is yellow in color. The topmark is a yellow
cross. It indicates some special feature in the fairway such
CardinalMarks as e.g. a national border, cables, dredging area etc.
In the IALA Buoyage System Cardinal Marks are divided
into four groups, corresponding to the four points of the Lighthouses
compass. They are the North Cardinal Mark, the East
Cardinal Mark, the South Cardinal Mark and the West A Lighthouse can be a solitary structure way out in the open
Cardinal Mark. The name indicates on which side of the sea far away from channels. Bogskär on a solitary rock in
mark a vessel should pass. The colors used are black and the northern Baltic Sea and Bengtskär in the Gulf of Finland
yellow. The marks are equipped with light reflectors in are examples of such Finnish lighthouses. But often the
different combinations of blue and yellow. The Cardinal lighthouse is the first light to be seen at the outer end of a
marks may or may not be equipped with lights and top fairway or channel, and it may have both
marks (black cones). lighted and dark sectors. Lighthouses are often fitted with
racons and radar reflectors.
E.g. The North Mark is black over yellow in colors. It should
be passed on the north side. Top marks are two black A Sector Light is smaller than a lighthouse. Sector lights are
cones, one above the other and with points upwards. common in coastal fairways like the Finnish archipelago. A
sector light has several coloured and dark sectors. It marks
The North Mark has two light reflectors blue over yellow. the borders of the fairway. The white light is directed
When a light is fitted it is white in color and gives a very towards the fairway. When the ship is approaching the
quick flash or a quick flash. lighthouse the white light is flanked by a
red sector on the port side and a green sector on the
The East Mark is black with a yellow band in color. Top starboard side.
marks are two black cones with their bases together. When
a light is fitted it is white in color and gives three very quick Leading Lights or Marks are one of two or three objects in
flashes every five seconds, or three quick flashes every ten line. The leading line shows the course to be navigated,
seconds. bearings are given in degrees and minutes on charts.
The Cardinal Marks may appear in different forms such as Directions Lights mark the course to be followed but are not
Spar Buoys, Beacon Buoys, Buoys, Lighted Buoys, Ice in line with any other mark. A direction light usually has a
Buoys, Lighted Ice Buoys, Rand Marks and Lighted Rand narrow sector of light, marking the course to be followed,
Marks. Rand Marks indicate the borders of the fairway. flanked by darkness or unintensified light.
LateralMarks Light Range

Lateral Marks are divided into Starboard Marks and Port In the List of Lights the light range in nautical miles is noted
Marks corresponding to the main direction of the fairway. as a nominal range. It is
Consequently when proceeding in the main direction of the the range of light at night when the visibility is 10 nautical
fairway, The Starboard Mark should be on the starboard miles.
side and The Port Mark on the port side of the vessel.
Light Character
The main direction of the fairway is usually that taken when Lighthouses and light buoys are equipped with many
approaching a harbor from seaward. Where the fairway different light characters.
direction is not obvious, as for example in fairways following
the coast, the direction of buoyage is usually marked by • Fixed light
symbols on the charts.In the Archipelago Sea and The Gulf Continuous, constant light.
of Bothnia the main direction in the coastal fairways is from
south to north, and in The Gulf of Finland from west to east. • Occulting light
Total duration of light is longer than total duration of
The Port Mark is red, has a cylindrical top mark and a red darkness. Occulting light can be of different kinds: Single-
light reflector. The Port Mark gives one red flash followed by occulting light, Group occulting and Composite group-
a short pause. occulting.
The Starboard Mark is green, has a green light reflector and • Isophase light
a green cone as top mark. The Starboard Mark flashes one The duration of light and darkness is equal.
green flash followed by a short pause.
• Flashing light
Lateral Marks may also be without lights or top marks. The total duration of light is shorter than the total duration of
The Isolated Danger Mark is black in color with red bands. It darkness. The flashing light can be of many different kinds
indicates that the mark is on the rock and the mark may be and combinations: Single-flashing, Group flashing,
passed on either side. It can be either pillar shaped or spar- Composite group flashing and Long-flashing light.
shaped. Top marks are two black spheres one above the
other.
Quick flash can appear as Continuous quick flash, Group Interrupted very quick. Ultra quick flash appears as
quick flash and Interrupted quick flash. Very quick flash may Continuous ultra quick or Interrupted ultra quick. There is
appear as Continuous very quick, Group very quick and also Morse Light.
UNIT 7
Heavy Weather stability. If the centre of gravity is raised too much, the
07 01 vessel will become unstable. As a result, less tilt is needed
The Marina is underway in the Bay of Biscay. It is about to capsize the vessel. Removing weight from below the
seven a.m. on Sunday morning and John Andersen is centre of gravity also decreases stability.
standing the four to eight watch. The weather forecast the
previous evening has told of low pressure forming in the When the Marina was loaded, the Chief Mate was careful to
western Atlantic. see that the loading did not decrease the stability of the
Marina. If much of the cargo weight is at the bottom of the
John now notices that the barometric pressure is falling holds, the centre of gravity is low, and the ship is said to be
rapidly. The sea is beginning to get very rough – the wind is stiff. The breaking waves then strike the ship’s hull with
increasing by the hour. force and in some cases the hull might even be damaged.
07 02 On the other hand, if too much cargo has been placed in the
On the bridge the NAVTEX printer starts to work and the ‘tween decks or on the decks, the centre of gravity is high.
Chief Officer reads the message. It contains a gale warning This makes the ship tender, and she will roll freely and
for the Bay of Biscay. rapidly. Cargo might shift and the ship might start listing.
She may then be unable to recover from a roll and capsize.
(Sin audio) 07 05
Weather forecast for area eastern Atlantic and the Bay of Both wind and sea are now abaft the starboard beam of the
Biscay: Marina, which is rolling heavily in the high seas.
FQNT51 LFPW 220931
NAVTEX MER698 • Captain: I think we ought to reduce speed to half
TXT speed.
AAAA • Chief Officer: OK, half speed.
BAY OF BISCAY BULLETIN (METAREA 2)
METEO-FRANCE Captain James has reduced speed to save the Marina from
TUESDAY 19 SEPTEMBER 2005 AT 0700 UTC. WIND IN being hit too violently by the waves. The storm is now
BEAUFORT SCALE becoming increasingly violent and the Marina is pounding
1 : WARNING : GALE WARNING FOR AREA BAY OF heavily.
BISCAY: GALE FORCE 9 INCREASING. STORM FORCE • Captain: We shall have to heave to. We’ll take her
10 IMMINENT bow to the sea. Hand steering on!
2 : GENERAL SYNOPSIS, TUESDAY 19 AT 00 UTC • Chief Officer: Very well, hand steering!
LOW 990 IN BAY OF BISCAY, MOVING SOUTHEAST • Captain: Stand by Engine Room control!
AND FILLING, EXPECTED 1000 OVER SPAIN BY 22/12 • Engine Room Control: Standing by.
UTC. 07 06
HIGH 1045 OVER SCANDINAVIA, SLOW-MOVING. (Ruido de vietno)
3 : FORECASTS TO WEDNESDAY 20 AT 12 UTC Outside there is only the roaring of the wind and the fierce
IROISE, YEU : beating of the seas, which are now mountainous, - wind, air
EASTERLY 9 TO 10, DECREASING 7 TO 8 LATER. VERY and water. Inside the navigating bridge there is only the
ROUGH, SPRAY, VISIBILITY AFFECTED, SHOWERS. monotony of the orders to the Engine Room and the
ROCHEBONNE : strained concentration of the two men.
EASTERLY 7 TO 8, BACKING NORTHEASTERLY 6 OR 7
SOON, THEN DECREASING 5 TO 6 LATER. ROUGH, • Captain: Dead slow ahead.
DECREASING TO MODERATE LATER. SHOWERS...
• Chief Officer: Dead slow ahead.
• Captain: Hard a starboard.
07 03
The wind has now reached force 10. The seas are already • Chief Officer: Hard a starboard.
very high with white crests and the air is white with spray. • Captain: Full ahead.
Captain James has been through many storms. He knows • Chief Officer: Full ahead.
that he will need all his skill and experience to save the ship • Captain: Stop her.
from damage or loss. There are many important factors to • Chief Officer: Stop her.
consider - the wind direction and force, the course being ...
steered, the height of the sea, and whether the sea is short ...
or long. In a strong headwind the vessel will pitch. When the 07 07
wind is abeam the ship, we say that she is rolling. Not only (Ruido de vietno)
the height but the length of the seas is important. • Captain: Dead slow ahead.
07 04 • Chief Officer: Dead slow ahead.
Stability is the ability of a vessel to endure high winds and • Captain: Is she answering the wheel?
seas and resist capsizing • Chief Officer: Yes, she is.
even if she heels over (or lists) heavily in the wind. Adding
weight above a vessel’s centre of gravity will change its
UNIT 8
Mayday, Mayday SPEED: 18 KNOTS
08 01 ETA: 1130 UTC
The Marina has weathered the storm and the situation OVER.
seems to be under control. But not everybody has been so
lucky. Suddenly the radio comes alive. The DSC starts After a little while the Rescue centre sends a mayday relay:
sounding and the following distress acknowledgement can 08 06
be read on the Marina’s MAYDAY RELAY MAYDAY RELAY MAYDAY RELAY
receiver: ALL STATIONS ALL STATIONS ALL STATIONS
This is Rescue Centre Étel, Rescue Centre Étel, Rescue
ALL SHIPS Centre Étel.
002275000 Ocean King Information No 1. Following received from
DISTRESS Ocean King on VHF channel 16 at 1032 UTC.
250137000 Begins:
FIRE EXPLOSION
47° 34´ N 004° 33´ W Mayday
1032 UTC This is 250137000
08 02 Ocean King, SOZZ.
Soon after the following message from the vessel in distress In position 47° 34,4´ NORTH 004° 32, 9´ WEST
is heard on channel 16: Explosion on board, heavy leakage, listing.
Require immediate assistance.
MAYDAY Ends.
THIS IS Date and time: 151035 UTC. This is Rescue Centre Étel.
250137000 Over.
OCEAN KING 08 07
CALL SIGN SIERRA OSCAR ZULU ZULU Many ships start calling in to assist Ocean King. They are all
POSITION: 47° 34.4´ NORTH 004° 32.9´ WEST much closer to the scene of the accident, but Captain
EXPLOSION ON BOARD. HEAVY LEAKAGE. James on the Marina gives orders to stand by if her
LISTING assistance should be required.
REQUIRE IMMEDIATE ASSISTANCE
OVER The Radio Officer sends the following message on channel
06 03 16:
Almost immediately there is an acknowledgement by the
Maritime Rescue Coordination Centre (MRCC) followed by MAYDAY
radio messages from nearby ships: RESCUE CENTRE ÉTEL RESCUE CENTRE ÉTEL
RESCUE CENTRE ÉTEL
MAYDAY THIS IS 2320026754
OCEAN KING OCEAN KING OCEAN KING MARINA MARINA MARINA
THIS IS RESCUE CENTRE ÉTEL MIKE WHISKEY YANKEE ALPHA THREE
RESCUE CENTRE ÉTEL RESCUE CENTRE ÉTEL RECEIVED MAYDAY
RECEIVED MAYDAY OVER
OVER 08 08
MAYDAY
Then comes the first answer from a ship in the vicinity RESCUE CENTRE ÉTEL
answered by the vessel in distress: THIS IS MARINA
08 04 MIKE WHISKEY YANKEE ALPHA THREE
MAYDAY MY POSITION IS 47° 26.5´ NORTH
OCEAN KING OCEAN KING OCEAN KING. 003° 59.3´ WEST
SIERRA OSCAR ZULU ZULU
THIS IS UTOPIA UTOPIA UTOPIA SPEED 14 KNOTS
CALL SIGN: KILO LIMA OSCAR ALPHA. MY ETA IS 1215 UTC
RECEIVED MAYDAY.
In this radio communication the ships were equipped in
MAYDAY accordance with GMDSS. A distress call was sent by DSC
OCEAN KING (Digital Selective Call) from Ocean King, the vessel in
THIS IS UTOPIA distress. The call reached the rescue centre in the vicinity
MY POSITION and an acknowledgement was sent out. This could be seen
LATITUDE: 47° 28.1' NORTH on the DSC receiver by all ships nearby. After that Ocean
LONGITUDE: 004° 08.5' WEST King sent a voice distress message on channel 16. This was
SPEED: 18 KNOTS answered by the rescue centre and by the ships that
ETA: 1130 UTC received it.
OVER. 08 09
08 05 Later on the Bridge…
MAYDAY After a while the Marina receives a radio message from the
UTOPIA. THIS IS OCEAN KING. Rescue Centre to the effect that her assistance is no longer
UNDERSTOOD. required. As the situation now seems to beunder control the
POSITION: TIME: 1032 UTC men can relax a bit. Thoughts go back to earlier
LATITUDE: 47° 28.1' NORTH experiences.
LONGITUDE: 004° 08.5' WEST
- Indeed I do, I remember the incident very well.
- Do you remember the Viking Princess last year, John? - What incident was that, asks Timo, whose curiosity has
Captain James asks. been aroused.
- This was when you were on sick leave Timo, says John. It MAYDAY
was last year that we received a mayday message from The THIS IS
Viking Princess in the English Channel. She was a very 250137000
small vessel and had engine trouble. When the Marina OCEAN KING
arrived she was sinking. CALL SIGN SIERRA OSCAR ZULU ZULU
08 10 POSITION: 47° 34.4´ NORTH 004° 32.9´ WEST
- Captain James first went to windward of the Viking EXPLOSION ON BOARD. HEAVY LEAKAGE.
Princess and lay with the wind on the weather bow. I had a LISTING
lifeboat lowered on the leeside; we took her to the Viking REQUIRE IMMEDIATE ASSISTANCE
Princess and managed to take on the distressed crew. OVER
- I remember the sea was quite rough, it was cold and the
poor chaps from the Viking Princess were rather shaken up. And now let’s study the answer to a distress message:
- Boy, were they grateful when we arrived in time!
- Yes, you were quite the hero there, weren’t you John, MAYDAY
teases Captain James. OCEAN KING, OCEAN KING, OCEAN KING
250137000
IMPORTANT STRUCTURES SIERRA OSCAR ZULU ZULU
Now let's see how a mayday message is built up on channel THIS IS UTOPIA UTOPIA UTOPIA
16 after a Distress Call by DSC: CALL SIGN: KILO LIMA OSCAR ALPHA
RECEIVED MAYDAY
- Mayday
- This is... MAYDAY
- Ship’s MMSI number, 9 digits OCEAN KING
- Ship's name and call sign (once) THIS IS UTOPIA
- Position: Latitude, Longitude MY POSITION
- What is wrong LATITUDE: 47° 28.1' NORTH
- Over LONGITUDE: 004° 08.5' WEST
SPEED: 18 [ONE-EIGHT] KNOTS
A) A distress message ETA: 1130 [ONE-ONE-THREE-ZERO] UTC
MAYDAY OVER
THIS IS + Name, call sign or other identification of the
vessel in distress 3 x The answer to a distress message consists of two parts: a)
POSITION : Latitude, longitude or bearing to known acknowledgement b) assistance information message.
geographical position 08 11
NATURE OF THE DISTRESS
THE KIND OF ASSISTANCE REQUIRED I remember once some 10 years ago when I was working on
ANY OTHER INFORMATION THAT MIGHT FACILITATE a cargo vessel carrying sand.
RESCUE We were carrying a cargo of nearly 6,000 tonsof sand when
OVER the vessel encountered a heavy storm with wind gust up to
B) Acknowledgement by radio telephone 60 knots and seas of a height of 25 to 30 ft. The ship's
MAYDAY speed was about 11 knots and she was almost beam on to
Name, call sign or other identification of vessel in distress 3 the wind and was rolling up to 35 to 40º. Suddenly she took
x THIS IS + name, call sign or other identification of a few heavy rolls of more than 40/50º. the sand in the bags
answering vessel / station 3 x was squeezed, and the cargo shifted in lower hold as well
RECEIVED MAYDAY as in the between decks about 6 feet to the port side. This
C) Assistance information message made the ship [list to port] 10 to 15º
MAYDAY
Name, call sign or other identification of the vessel in The bridge have orders [to reduce speed] and the ship
distress THIS IS + name, call sign or other identification of heaved to wind. The English Coastguard was alert and I,
assisting vessel POSITION of assisting vessel SPEED of along with the deck crew, inspected Nº4 hold, with was
assisting vessel ETA of assisting vessel closet to the accommodation. We managed to correct the
OVER list [by ballasting] the starboard topside tanks, and we then
resumed our voyage at full speed with a list of 4 degreed to
Let’s have a closer look at how a mayday message is built port. there was no injury to the crew and no damage to the
up (on channel 16 after a DSC Call has been made). cargo, and we later arrived safety in port. But it is a voyage
I'll never forget.
UNIT 9
ON THE WATCH Plan, the Dangerous Goods Stowage Plan, the Loading and
THE CREW AND ITS TASKS Discharging plan.
The Marina is now well on the way towards the Port of There are quite a number of documents concerning the
Antwerp in Belgium, which is her first port of call on the ship’s safety and security, certificates issued by
route. Classification Societies and other Maritime Authorities. They
are all granted by the ship’s Flag State. This bureaucracy is
It is high time we took a closer look at the Marina’s crew and increasing all the time.
their tasks on board. We shall let them tell us what they do Finally there are the documents for clearance with port
on the watch to find out what life and work are like on a authorities and Port State Control. Today port security
modern merchant vessel – what maritime careers really regulations have become very strict – the ISPS Code has
involve and require. increased our work as well.
09 04
The crew on a ship is divided into three departments: THE CHIEF OFFICER / THE CHIEF MATE – DUTIES
The Master Second in Command
The Deck Department The Chief Officer or the Chief Mate is the head of the Deck
The Engine Department department. This means that I am responsible to the Master
The Steward’s Department in all matters related to the Deck department. I am also the
Captain’s assistant in assigning duties to the deck crew and
THE MASTER in managing personnel.
Responsibility I am second in command under the Master and will take
09 01 command in the event of the Master’s death or inability to
We find the Master of the ship, Captain Andrew James on command the ship.
the bridge. 09 05
On the watch
- Good morning Captain, we would like to ask you a few I stand a watch on the bridge like the other mates when the
questions. How would you describe the Captain’s or ship is at sea. Navigating the ship is the primary
Master’s role on a modern ship today? responsibility of all the Deck Officers. My watch is usually
- Well, first of all you might say that it involves an enormous the 4-8 watch, and involves all the ordinary work on the
responsibility. The Captain is in charge of everything and bridge; seeing that the correct course is being steered,
everyone on board. He has complete responsibility for posting radar and visual lookouts and monitoring the
running the ship while at sea and for the safety of the crew, navigational equipment and their readings.
passengers and cargo. Whenever there is an emergency or
a serious problem of any kind I will be called upon. I do not Working together with the deck crew I plan and supervise
stand a watch but in reality I am on duty 24 hours a day. I’ll the loading and unloading of the cargo and I am responsible
be on the bridge, conning the ship in foul weather or fog for its safe delivery. I also have to make sure that Deck
until the danger is over, for however long it takes, be it 24, department equipment like all loading gear, cranes, ramps,
38 or 72 hours, and no matter how tired or exhausted I am. I doors, lifts and hoses are in good working order. I make
am also the last to abandon ship in case of a disaster. sure that deck personnel maintain the
09 02 mooring equipment, like the windlass, anchors, cables,
Supervision wires and hawsers.
The Master of a ship is not actually a crew member. But I THE FIRST OFFICER
have to supervise the work of any other officer or crew Fire-fighting drills and boat drills
member on board. I direct or oversee crew members who 09 06
steer the vessel, determine its position, communicate with My most important task is, naturally, navigation - to stand a
other vessels, operate and overhaul engines, perform watch and navigate the ship safely. I am the ship’s damage
maintenance, handle lines or operate vessel equipment of control, safety officer and training officer. This means that I
any kind. have to make sure that the station bill and the muster bill are
properly prepared and posted and that the fire-fighting
This means that, in theory, I have to be as familiar with the equipment and the life-saving equipment are accessible and
work done by stewards and cooks in the Catering operational.
department, engineers and pumpmen (on a tanker) in the I see to it that the crew is well trained in using it and I am in
Engine department as I am with the work of the Mates on charge on deck during fire and boat drills. It is extremely
the bridge and the Able Seamen, Ordinary Seamen and important that the crew know their emergency (or muster)
other deckhands in the Deck department. All this stations and duties. In a real emergency I have to take
makes me into a kind of Personnel Manager – it is important charge of the whole scene.
to maintain a good morale, team spirit and atmosphere on 09 07
board. THE SECOND OFFICER
09 03 The Second Officer or Second Mate is, traditionally, the
Coordination ship’s navigational officer. I have to ensure that bridge
The Master of a merchant vessel is the agent of the electronics, navigational and alarm systems, and ship’s
company that owns the ship. This means that he represents lights are in good working order. I regularly check bridge
the company business in every operation both at sea and in instruments and make sure that up-to-date charts and
port. A Captain has to be able to coordinate both of these navigational publications are available on board. I also
aspects. All this involves quite a lot of paper work. When we correct the charts and update the navigational publications if
are at sea, my bridge officers and myself necessary. I provide the Master with information on transit
maintain the Ship’s Log and the records of the ship’s routes to ports of call including the Sailing Directions, Coast
movements. Then there are the Ship’s Papers such as the Pilot, Light List and Tide and Current Tables and any other
Certificate of Registry, the Muster Roll or Crew List etc. source of information that might be required before entering
and the documents dealing with loading and unloading of or leaving port. Finally, I plot the voyage track and work out
the ship; the Bill of Lading, the Cargo Manifest, the Stowage the course. In the event of GPS failure I take terrestrial or
celestial fixes for positioning. I assist the Captain in taking
the ship in and out of ports. In addition to all this I am also 09 11
the ship’s medical officer. Today various specialists make up the staff working in the
09 08 Engine Department. But the Marine Engineer or Chief
The Able Seaman Electrician still has to be “a jack of all trades”. It is the
I must have a thorough knowledge of, and be able to use, all Engineer or Electrician in charge that has to know all about
deck gear and equipment. I carry out maintenance of deck the mechanical and electrical engineering on board. He has
rigging and machinery such as the loading gear, cranes, got to have the know-how to service the
ramps, doors, lifts and hoses and the mooring equipment, engines and keep them running in good condition; when the
such as the windlass, anchors, cables, wires and hawsers. ship is at sea, any breakdown in the power system,
In all these tasks I am assisted by the ordinary seamen or machinery, piping, or steel structure will have to be repaired
other deckhands, who also do much of the work. We clean, as best as can be done without any help from outside.
chip, scrape, wire brush, prime, and/or paint the hull,
bulkheads, decks, passageways, deck machinery, or A total blackout or propulsion problems can be extremely
spaces, as directed. dangerous for the vessel and its crew. If the ship starts
drifting in a strong wind, it may lead to listing and in the
In port I handle lines and assist with the loading and worst case cause the ship to capsize. No wonder the Engine
discharging of cargo, and see to it that the cargo holds are room has been called “the heart of the ship”.
cleaned and in operational condition.
09 09 For a more detailed description of the work in the Engine
I stand a watch when the ship is underway as quartermaster Department, different types of engines, engine function,
or helmsman and steer the ship under the direct orders of engine parts etc., go to the Advance level.
the deck officers. This means I have to understand steering
commands, have certain knowledge of nautical terms, Rules THE CATERING DEPARTMENT
of the Road, fog and distress signals, running lights, the CHIEF STEWARD / COOK
compass etc. 09 12
I carry out important tasks in emergencies. During a fire, for I am responsible for the overall efficiency of the Catering
example, I operate firefighting equipment. If the order to Department. It is my job to see that the crew is well fed, get
abandon ship is given I assist in the releasing and launching a healthy diet and do not have to go hungry for long.
of lifeboats and life-rafts. In short my tasks are many-sided
and interesting. I buy and control the food supplies and provisions on board
in consultation with the Master. The sea usually gives a man
THE ENGINE DEPARTMENT a healthy appetite and the crew on board the Marina are no
THE CHIEF ENGINEER exception. Planning a healthy diet for the crew, deciding on
09 10 the menus and supervising meals, are some of my duties.
I am the head of the Engine Department and am As on so many newer ships my job as Chief Steward on the
responsible for personnel and the proper operation, Marina is combined with the job of Chief Cook. This is no
maintenance, and safety of the vessel’s propulsion system, problem for me, as I was Chief Cook on a passenger ferry
power generation system and all auxiliary machinery and for a number of years.
spaces.
As Chief Cook I direct the preparation of meals with their
I have to decide on effective repairs and I report defects that various dishes. I do a great deal of the cooking myself, as I
may affect the ship’s performance to the Master. I also enjoy it very much. Assistant Cook prepares the raw
advise the Master on all matters relating to machinery ingredients for cooking and he does most of the cooking of
usage, fuel requirements and an overall economical use of hot meals.
supplies and stores. 09 13
The main meal includes three courses – a starter, a main
I order, receive, and maintain a proper inventory of spare course and a dessert. The Baker does all the baking on
parts and supplies and supervise bunkering. I see to it that board - an important task, as freshly baked bread makes all
fuel and water is monitored daily. I assign and supervise the the difference.
work done by engine department personnel. I set engine The Officers take their meals in the Dining Saloon and are
room watches, specify duties, and make sure that watches served at the table by a waiter. One of my tasks is to irect
are maintained. the serving of meals. I also see to it that the galley, the
mess and the living spaces on board are kept clean and
A MARINE ENGINEER tidy. This task is carried out by the messmates.
UNIT 10
At Sea – Changing the Watch
10 01
The Marina has successfully completed her loading and
unloading in the Port of Antwerp. The weather is fine and
the Marina is underway towards Scandinavia. She is
passing along Öresund, with its great traffic density. Captain
James is conning the ship. Mr Gray, the helmsman, is
carrying out the orders.
- Full speed. Steer 150 degrees, orders Captain James.
- Steer 150 degrees, repeats Gray, the helmsman.
A few seconds later when the compass card settles on the

mark, Gray says: “Steering 150 degrees, sir.”
- Port 10 degrees.
- Port 10, sir.
- Ease to five, says the Captain and Gray brings the wheel
back.
- Midships.
- Midships.
10 02
- Steer 130 degrees.
- Steering 130 degrees, answers Gray, as the heading
steadies.
The Bridge
The navigational equipment on board the Marina includes
satellite navigational equipment: a GPS (Global Positioning
System) receiver, 2 radars (X-band with ARPA & S-band,
AIS (Automatic Identification System), a gyro compass and
a magnetic compass, a speed log, an electronic chart, an
echo sounder and a wind measuring station.
UNIT 11
Survival in an emergency
11 01
On board the Marina, like on most merchant vessels, there WHEN YOU HEAR AN EMERGENCY SIGNAL
are clear instructions for the crew on how to act during an Go to your station.
emergency. Every crew member has their own specific If possible, collect warm clothes, waterproof clothing and a
duties, and when the alarm goes everyone immediately lifejacket from their stowage.
rushes to their station to carry out their tasks. All the rescue Have a good drink of water.
equipment on board has to fulfil the rules and regulations
given in the SOLAS, The Convention for Safety of Life at IF YOU HAVE TO ABANDON SHIP
Sea. Put on waterproof clothes, rescue suits and lifejacket.
Assist in loading extra water, provisions (not protein food)
Let us follow a boat drill on board the MS Marina. and blankets.
Release lifeboat or cut life-raft painter.
The following is heard on the loudspeaker… Secure painters, launch lifeboats/rafts and board safe if
This is your Captain speaking. All officers report to the possible.
bridge. All crew members to assembly stations! Assist clearing the ship’s side and danger area, stream the
Leave the engine-room, the superstructure and your cabins sea anchor.
immediately! Avoid unnecessary swimming if you have to enter the water.
Take lifejackets and emergency equipment with you 11 06
according to the muster list. SURVIVAL AFTER SHIPWRECK / GENERAL
Do not go to the lifeboat stations before ordered or enter the Help protect yourself from the environment:
life-rafts and lifeboats - • take anti-seasickness pills
the order to enter will be given by the officers. • inflate floor and use doors to regulate conditions in life-
rafts
EVACUATION AND ROLL CALL • in open lifeboats, erect canopy. Keep as warm and dry as
11 02 possible.
A: Evacuate all decks, rooms and spaces and report! • follow the instructions in the survival equipment.
B: All decks, rooms and spaces evacuated.
A: Assembly station 1. This is Bridge. Report on number of POST COMMAND
crew at assembly station! The senior fit survivor must take command and decide on:
B: Bridge. This is Assembly station 1. Number of crew • the distribution of survivors (full rafts in cold climates, as
members at station is not yet complete. few as possible in hot
A: Assembly station 1. This is Bridge. Search for missing climates)
crew members and report. • a congregation of rafts and boats to make a better target
B: Bridge. Assembly station 1. Missing crew member for air search
recovered. • navigation
• fair rationing of food supplies
ABANDONING VESSEL • distribution of duties, lookouts and routine
11 03 11 07
A: Lifeboatmen! Check the outfit of crew members at FIRST PRIORITY: PROTECTION
assembly stations and report! You should:
B: Outfit of crew is complete. • bail out the boat/raft, inflate life-raft floor, rig canopy
A: Put on warm clothing - long trousers, head covering and (boats), close entrances
report. Crew! Follow the lifeboatmen to the lifeboat stations • keep the raft/ boat dry, prevent reswamping, keep head to
and life-raft stations on the embarkation deck. wind and cast sea anchor
A: Swing out number 1 and 2 lifeboats and report. • check for leaks and make repairs, collect useful flotsam
B: Number 1 and 2 lifeboats swung out. • apply first aid
A: Lower number 1 and 2 lifeboats alongside the • treat for asphyxia / breathing difficulties; (clear airways,
embarkation deck. Enter the lifeboats via the deck. Hold on commence mouth-to mouth)
to your seats while launching. • stop bleeding (apply pad and bandages)
A: Throw overboard life-raft and report! • treat for shock (keep warm, encourage, relieve pain)
B: Life-raft thrown overboard. • treat fractures
11 04 • prevent sea sickness (everyone should take a pill if
Enter the life-rafts via the slides, ladder, nets and manropes. available)
Jump onto the life-raft alongside the vessel. • keep clothing on. Wet clothing is much better than no
Clear the entrance of the life-raft. clothes. Insulate yourself
Jump into the water and enter the life-rafts. from weather and water as well as you can.
Assist helpless people. 11 08
Sit down in the life-rafts immediately. SECOND PRIORITY: LOCATION
You can do the following to assist location of the raft:
- Report on number of injured persons! • stay where you are. Normally the search will start in the
- No persons injured. vicinity of the wreck
- Let go sea anchor and report! • prepare your signalling devices, and mount a lookout. Put
- Sea anchor is let go. the emergency
- Fire rockets for identification. transmitter to use.
- Connect the life-boats and rafts with lines and report! • read survival literature in the life-raft survival pack.
- Life-rafts and lifeboats connected.
11 05 THIRD PRIORITY: WATER
Now let’s learn some more about survival in an emergency. You should start a strict rationing at once.
The following advice can be found on the Survival Card • normally drink nothing for the first 24 hours
published by The Nautical Institute in Great Britain:
• then distribute not less than one pint per person per day 11 09
and be prepared to catch any rain water FOURTH PRIORITY: FOOD
• do not drink any sea water or alcohol. Injured people need You don’t need food for long periods so:
extra water.
• unless there is a plenty of water, only eat carbohydrates and where dirt, grease, rags and cotton waste might easily
such as sweets, glucose, etc. self-ignite, if they come in contact with each other.
• do not eat protein, it will dehydrate you; cigarettes also • Keep oil away from hot surfaces which might ignite it –
dehydrate you so do not nsmoke. check that all feed pipes and joints are in good condition. Be
careful when pumping oil to ready- use tanks - avoid
IN COLD CLIMATES spillage or overflow which could lead to fire.
Remember to: • All electrical equipment from light bulbs to radiators and
• protect face, ears and hands from frostbite, keep each heaters produce heat, which may cause fire without the
other warm, watch another need for a spark. Switch off electrical equipment when not in
for white patches. Do not massage frostbite. use, whenever possible. Be particularly careful in galleys
• keep feet as dry as possible. Move the fingers and toes, and cargo
move at ankles and holds. Do not allow light clusters or single lights to be buried
knees. in the cargo – always check after loading.
• keep the blood circulating. • Always keep fire doors closed to restrict the spread of
• put feet up for at least five minutes every hour. flames and smoke.
• keep weather cover closed except for small opening to • Education is, as always, the greatest aid to safety. During
ensure ventilation. fire drills on board everyone must learn where fire-fighting
equipment and lifesaving appliances are kept and how they
Extra text: work.
FIGHTING FIRE ON BOARD • Station bills. Each vessel should have a Fire Duty Station
Of all the disasters that can happen to a vessel at sea, fire is Bill posted in a visible place and every crew member should
one of the most devastating. Marine fire incidents are very be clear about his role and duties in a fire emergency.
destructive and have been responsible for the loss of many
lives. Ship fires are second only to shipwrecks when Equipment
calculating casualties and total loss. The current practice is to arrange special fire fighting
It can often be a single careless act that endangers the lives courses, during which crewmembers are taught different
of all the crew. That is why every member of the crew has a kinds of extinguishing agents and fire-fighting methods and
part to play in preventing fires. This applies not only to fire- the use of various fire extinguishers such as water,
fighting methods. There are a number of precautions crew sprinklers, the use of foam, CO2 gas, powder and fire
members can take on a day-to-day basis to make the ship a smothering blankets. The students are trained in using
safer place and prevent the break-out of fires. The main fireaxes, fire hoses and nozzles. Smoke and toxic
danger spots are machinery, galleys, accommodation and substances in the air make it necessary to use breathing
cargo spaces. apparatus. Gas and dust masks, protective clothing like fire
protection suits, helmets, goggles, gloves, footwear and fire-
What can we do to make the ship a safer place? proof lifelines facilitate the work of fire-fighters, but much of
• Careless smoking is a common cause of fires on ships. the equipment requires that the wearer has received
Always put out cigarettes completely. Smoking and non- thorough training in its use.
smoking areas must be clearly defined. Comply with no- Needless to say it is vitally important to make sure that all
smoking signs. No one should be allowed to smoke e.g. in a fire fighting equipment on board measures up to SOLAS
ship’s hold or the engine-room. standards. Fire mains should not be leaking, hydrants
• Cleanliness is important in all parts of the ship. Do not should not fail to supply pressurised water to the fire pumps,
allow flammable waste to pile up or accumulate. This is a including the emergency pump systems, which must be
special risk in the engine room, where heated parts of the operable under all conditions, hoses, sprinklers and
engine may give off sparks igniting surrounding materials breathing apparatus must be in good condition.
UNIT 12
Helicopter Rescue Over.
12 01 12 06
The Marina has unloaded its cargo in the port of Gdynia, Rescue Centre Helsinki.
and is now in the Gulf of Finland passing south of Hanko Marina.
well on her way towards her destination, the port of Kotka. Our course is 090°, speed 15 knots. Southwesterly wi nd 8
Suddenly Captain James receives some alarming m/s, visibility 3 miles.
information from the engine room. Peter Green, one of the Over.
motormen, has injured his leg badly and needs immediate
medical attention. The patient needs helicopter assistance Rescue Centre Helsinki asks the Marina to stand by on
and must be hoisted by helicopter stretcher. traffic channel 14. It will take about 30 minutes before the
helicopter can take off, and another 30 minutes for it to
Captain James then sends the following urgency message reach the scene of the accident. Meanwhile the patient is
by DSC. He sends the message directly to the MRSC being prepared for hoisting.
(Maritime Rescue Sub Centre) Helsinki, MMSI Peter Green, the injured man, has been given first aid and a
number 002302000, as the vessel is within its area. life-jacket has been put on. He is given pain-relievers, and
information about his medication is tagged on to his person.
Format: SELECTIVE As Peter is in foreign waters, his seaman’s book is also sent
Party ID: 002302000 along with him.
Category: URGENCY 12 07
Telecom 1: TELEPHONY All loose parts in the rigging must be taken down and
Work Channel: NONE secured before the helicopter arrives. The helicopter will
Transmitted: Ch 70 normally approach the ship from the stern on the port side.
12 02 This gives the winch-operator and the pilot the best view of
Marina receives the following acknowledgement by DSC: the ship. The vessel must maintain a steady course and a
constant speed. It is essential that the crew has been
Format: SELECTIVE briefed, and know exactly what to do, and that all
From: preparations have been completed before the helicopter
Category: URGENCY arrives. Voice communication will be impossible when the
Telecom 1: TELEPHONY air is filled with the powerful noise of engines and rotor-
Work Channel: 14 blades. The air will be white with spray; and it will even be
Transmitted: Ch 70 difficult to stand upright.
12 03
After this follows voice communication. Captain James picks As it is dark outside, the ship has to be well illuminated to
up the radiotelephone and sends the following urgency make it easier for the helicopter to see the vessel and the
message on channel 14: pick-up area. Captain James gives an order to direct the
Pan-Pan, Pan-Pan, Pan-Pan. spotlights towards the deck, so as not to blind the pilot.
Rescue Centre Helsinki.
This is Marina, Marina, Marina. The helicopter is now only a few miles from the Marina.
Mike Whiskey Yankee Alpha 3 12 08
Position: Latitude 59° 40Ńorth Marina.
Longitude 024° 00Éast This is helicopter pilot.
One crew member badly injured. We are now 2 miles from your position.
REQUEST: Immediate helicopter assistance for Maintain a course 245° that will keep the wind 30° on port
transportation to hospital. bow. We will first lower the guide rope.
Over. Then a stretcher in order to pick up the patient.
12 04 Over.
A few moments later there is an answer to the Pan-Pan and
the following message is heard: Helicopter.
Pan-Pan, Marina. This is Marina.
This is Rescue Centre Helsinki. Understood.
Pan-Pan received. I will keep wind 30° on port bow.
Landing party ready to receive you.
Marina. Over.
Rescue Centre Helsinki. 12 09
We are coming to your assistance. The guide rope is lowered, touches the water and lands on
We are sending a helicopter and doctor. deck. It is tended by one of the deckhands throughout the
Say again your position. operation. The helicopter takes a hovering position a little
Over. away from the ship on the port side, and a rescue man is
12 05 lowered. He will take charge of the hoisting operation. Next
Rescue Centre Helsinki. the helicopter stretcher is lowered. Peter Green is moved to
Marina the helicopter stretcher and he is covered in blankets, which
Position: Latitude 59° 40Ńorth are secured so as not to blow away during the lift. The
Longitude 024° 00Éast rescue man gives the signal for hoisting.
Over. Slowly and rather awkwardly the stretcher rises into the air,
while the men are trying to steady it with the guide-rope.
Marina. The stretcher finally reaches the helicopter, where the
Rescue Centre Helsinki. winch-operator is ready to receive it.
Understood. 12 10
Helicopter ETA is 30 minutes. The operation has been carried out successfully. The rescue man is
What is your course and speed and what are the weather hoisted, and the helicopter rushes to the nearest hospital, where
conditions in area? Peter will be given medical treatment. On board the Marina there is
a feeling of relief and the vessel continues on its voyage under the dark September sky.
UNIT 13
AN ENCOUNTER WITH THE COAST GUARD
Trespassing in a Restricted Area Finnish Coast Guard.
13 01 Marina.
After the incident with the injured motorman and the You are welcome on board.
helicopter rescue operationCaptain James leaves the We are rigging pilot ladder on port side.
bridge, and goes to his cabin to get some sleep. Over.
13 06
Timo Ranta, the Second Mate remains in charge on the Marina.
navigation bridge. After a few hours the weather conditions Finnish Coast Guard.
start to change and visibility is greatly reduced by fog. Understood. Pilot ladder is rigged on port side.
Timo gives orders to reduce speed and the Marina proceeds Out.
on its route. When the vessel is approaching the area south As Lieutenant Mustasaari boards the Marina, he is met by
of Helsinki, the instruments on the bridge start to behave in Timo Ranta the Second Mate.
a strange way. - Good morning. We are from the Finnish Coast Guard. I
13 02 would like to speak to your Captain immediately.
The automatic steering system, the autopilot, is no longer - Certainly. Come this way, please.
working properly, and the picture on the radar screen breaks
down as well. Timo Ranta, who lacks Captains James’ Mustasaari follows Timo Ranta to the navigation bridge,
experience at sea, finds himself in trouble. Due to a where Captain James is waiting.
navigational error on his part the Marina gets off course. 13 07
Then suddenly there is a complete breakdown, a socalled - Good morning, I’m Captain James, what can I do for you?
blackout in the ship’s power system and the Marina starts What is the reason for your visit?
drifting with the strong southerly wind directly towards the - Good morning, I’m Lieutenant Petteri Mustasaari from the
restricted area southeast of Helsinki. Finnish Coast Guard vessel. I’m afraid I will have to ask you
some questions. Your ship has deviated from the main
Marina’s manoeuvre has not gone unnoticed. It is 4 a.m. at fairway and you are now in a so-called restricted area.
Suomenlinna Coast Guard station. Lieutenant Mustasaari is - Indeed, I had no idea. We had a blackout just now but the
on duty and notices an unknown vessel on the radar screen, power is working again.
heading away from the main fairway towards the restricted I realised we were off course. I was relieved that we didn’t
area run aground. What seems to be the problem? This is not a
southeast of the station. military area, as far as I understand.
- No, it isn’t. But in a restricted area foreign vessels can
Mustasaari decides that he will have to send out a patrol pass only by the main fairway. And it is prohibited to anchor,
boat to board the foreign vessel and interrogate the Captain. without a special reason or a permit. May I
13 03 see your identification papers, please?
First he makes contact on the radio. Luckily the radio is now - Yes, here you are.
working on board the Marina. - What is your port of destination?
- It is Kotka.
Calling vessel in position 13 08
Latitude: 60° 00´ North - What is your port of departure?
Longitude: 025° 04Éast - Santander in Spain, with ports of call on route. Our last
Calling vessel in position port was Riga in Latvia.
Latitude: 60° 00´ North - And what is the purpose of your visit?
Longitude: 025° 04Éast - I am on my way to unload a cargo in the port of Kotka.
This is Finnish Coast Guard, Finnish Coast Guard. - I’m afraid sir I will have to compile an official report on this.
On Channel 16. You have not been complying with the regulations. You said
Over. that you are on your way to Kotka. Why are you not in the
13 04 main fairway? You are rather far off the route. How do you
Finnish Coast Guard. explain this fact?
This is Marina. - Well, one of our crew members was very badly injured. He
In position was picked up by helicopter in position 59° 40´ Nor th and
Latitude: 60° 00´ North 024° 00´ East. After that the weather conditions beca me
Longitude: 025° 04Éast worse. There was a breakdown in our power system when
the vessel was passing south of Helsinki Lighthouse. I
Marina. myself was not on the bridge at the time. Our navigational
Finnish Coast Guard. equipment did not work properly, and there must have been
Please take channel 10. a navigational error of some kind. But then visibility is very
Over. bad, there is a thick fog.
Finnish Coast Guard. 13 09
Marina. - Yes, that’s right. Can you show me the logbook? Thank
On Channel 10. you. Did you send distress signals when your man was
Over. injured? Oh, yes here it is. You signalled on channel 16 and
13 05 the helicopter arrived.
Marina. - Yes. It carried our man to hospital for treatment.
Finnish Coast Guard. - Can I have a look at the Muster Roll, please? Mmm, I can
You are steering a dangerous course. You are heading see that one of your crew members is signing off in Kotka.
towards shallow water. You must alter course immediately He is of Algerian nationality.
180 degrees. - Yes, he is signing on to a German vessel in Kotka a few
Coast Guard vessel approaching your vessel. days after our arrival.
Request permission to come on board. - I see. Has he got a visa?
Over. - No, he hasn’t.
- He needs a transit visa for Finland in this case. You should - All right, yes, that is most welcome. These are dangerous
notify the Frontier Guard authorities on arrival and they may waters.
grant him a transit visa. - Yes, indeed – you were lucky not to run aground or to
- All right. I will do that. collide with another vessel. This is an area with great traffic
- Fine. This completes my interrogation. Would you mind density!
signing this form, please. It will of course have to be passed - Well, goodbye, and thank you for your help. Sorry about
through the official channels. the inconvenience we have caused.
- Yes, of course. - No serious harm done. These things happen, Captain.
13 10 Goodbye, an
- And we will now escort you away from this area back to
the fairway. Please follow the Coast Guard vessel.
d have a safe voyage!
buzon4061@hotmail.com

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LateralMarks Light Range

A few seconds later when the compass card settles on the

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