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INTRODUCTION Engine breakdown
An engine breakdown is a phenomenon which occurs either through human error or machine failure. Hence the necessity of a well organised, continuous maintenance programme.
A total lack of power, or "black-out" could be serious, especially if the ship is in congested waters, or encountering heavy weather. A black-out would entail loss of steering and propulsion, with all the consequent dangers of not being able to manoeuvre.
When the Engine Room alarm sounds all engineers report to the Engine Room in order to help in the emergency, for a number of auxiliaries have to be started in sequence. Total black-outs are rare, as engineers are often able to act quickly to avoid a total plant failure. However, if it did occur, it could take a few hours for the engine to be ready to start up again. SCENE 10
On the return voyage to Cardon the "MARA" is in the Caribbean steaming south-wards from the Mona Passage. It is 11.55, and in the Engine Room the 12 to 4 watchkeeping engineers are standing on the control platform, preparing to take over from the previous watch.
Third Engineer: (To Fourth Engineer) All right, Raphael. I'll have the settling tanks changed over now.
Fourth Engineer: (Who is at the desk writing in the Engine Log). Yes, OK.
Third Engineer: (To his Junior) OK, Pedro? Time to change over the settling tanks now. Have they been dipped and drained?
Fifth Engineer: Er, yes they have.
He leaves the platform to change over the settling tanks.
A few moments later the Fourth Engineer finishes writing up the log and is about to leave the platform when...
Third Engineer: Raphael, the steam pressure's failing! What's up?
Without waiting for a reply the Third Engineer moves quickly to the fuel burners at the boiler fronts. He calls back to the Fourth Engineer.
Third Engineer: Sound the alarm and shut off steam to the turbines. Some-thing's gone wrong with the change over, the fires are out! Seems like water in the fuel oil. Get Pedro to change back to the port settling tank!
As the Third Engineer shuts the fuel valves to circulate the fuel through the fuel oil pump, the alarm is sounded, and the Fourth Engineer shuts off the steam to the main turbines, using the main throttle valve on the control platform.
Meanwhile the 12 to 4 Junior has returned to the platform. The Third Engineer rushes past on his way to start the emergency (diesel) generator. Third Engineer: (To Junior) Come with me. Let's get the generator going. (To Fourth Engineer) Start draining the water out of the fuel lines. The Fourth Engineer who has by now stopped the main turbines goes to the boiler front and begins slackening back the union nuts on the fuel oil burner hose. Just before noon the Chief and Second Engineers had been in the Chief's office discussing the next scheduled cleaning of the starboard boiler.
Chief Engineer: At this time of the year we have always to consider the possibility of a hurricane. We should carry the cleaning out on the next ballast leg, and at as southerly a point as is practicable. Second Engineer: OK. I take it you'll let me know after talking to the Captain. Chief Engineer: Yes, I'll see him shortly. (The alarm rings.) Second Engineer.. (Thinking it is the noon-time alarm test) Noon already. I'll see you at lunch, Chief.
The Second Engineer walks towards the door, but the alarm is still ringing. He turns and looks quizzically at the Chief.
Chief Engineer: He 'sletting it ring on a bit, isn't he? Second Engineer: Yes, unless it's a real alarm.
Chief Engineer: (Getting quickly to his feet) If it is, we'd better not hang about here — after you Second!
The Chief Engineer grabs a boiler suit and both men rush to the Engine Room. Arriving on the control platform they find the Fourth Engineer returning from the boiler front.
Second Engineer: What's the trouble, Fourth?
Fourth Engineer: We lost the fires while changing over the settling tanks. The Third and his Junior are getting the emergency diesel going now. My Junior is draining the fuel lines. Chief Engineer: OK, Fourth, stay here. Second. You'd better see that the Third is OK with that, generator. I'll see how the Junior is getting on.
Two more Junior Engineers arrive on the platform. Chief Engineer: You two. Quick, with me.
At the boiler front the Chief Engineer directs the Juniors in draining water from the fuel lines and re-tightening the unions. A few moments later the 2nd and 3rd Engineers arrive. The latter goes immediately to help the three Juniors.
Second Engineer: (To Chief Engineer) Diesel's on the board now. How are things here?
Chief Engineer: Going as fast as they can. We'll be through in a few minutes. They've done nearly a third of them. Not a lot of water so far.
The Chief Engineer leaves and walks back to the control platform. A few moments later he returns. The engineers, racing against time, are trying to clear the water from the fuel lines and re-start the fires before the steam pressures fall drastically, causing the alternator, and with it all the auxiliaries, to be stopped, which would result in a total blackout.
Chief Engineer: (To Second Engineer) We've not long left to us now. Second Engineer: Yes, I know, but we're nearly there.
The Second Engineer now goes to each fuel oil line and checks the securing of the joint flanges.
Second Engineer: (To Chief Engineer) OK, that's it. I'll try flashing her up again.
The Second Engineer proceeds to direct the others in the flashing-up procedure. Meanwhile, on the Bridge the Second Officer, who so far knows only that the ship has lost power and is rapidly slowing down, has hoisted the Not Under Command (N.U.C.) signal and changed from automatic to manual steering.
(Engine telephone rings.)
The Captain, who had come to the Bridge as soon as he realised that the engine-room alarm had not been a test, answers.
Captain: Yes?
Chief Engineer: Hello, Chief here. We've had water in the fuel oil line, but it seems OK now. The fires are back on, and I think we'll be under way again in about a half hour. Captain: Thanks very much Chief. Let us know when you are ready to move off again.
Later, whilst the ship is steaming normally, the Chief Engineer enters the Captain's Office.
Captain: Ah, Miguel, come in. Have a seat. Everything all right now?
Chief Engineer: Yes, all OK now.
Captain: Good. Well, at least the delay is negligible, and there was no navigational or collision danger. What was the cause of the trouble?
Chief Engineer: Water in the fuel lines. I can only think they didn't check the starboard settling tank for water before changing over to it. Captain: Well, they'll know next time. I take it you'll be talking to those concerned and making sure that everybody knows what's expected in future. Chief Engineer: I certainly will, Sir. We don't want to go through this kind of FUNCTIONAL PRACTICE Engine Failure Using the dialogue as a guide, answer the following questions with the verb construction indicated. Example: Question: In the event of an engine breakdown, what is the first action which must be taken? Response: In the event of an engine breakdown, the alarm must he sounded. 1. If the breakdown occurs during the change-over of the settling tanks, what must be shut off immediately? 2. Which valve should be closed in order to shut off the steam to the main turbines? 3. Why must the union nuts he slackened on the fuel oil burner hose? 4. Why has the water got to be drained from the fuel lines as quickly as possible?
5. Why should the N.U.C. signal be hoisted? Project 7 Give a verbal, followed by a written, description of the consequences of an engine room breakdown.
RETURN VOYAGE Finale
On the return ballast voyage a number of other (empty) cargo tanks are cleaned with high velocity water washing machines. The wash water, which will have oil mixed with it, is sucked out leaving clean tanks which are then filled with fresh ballast water from the sea. The 'dirty' ballast is then disposed of. This is done by first pumping out to sea the clean water lying under the oily layer on the surface of the ballast water. The oil and oily-water mixture which forms the surface layer of the 'dirty' ballast is then pumped out to a collection tank -- the same one as holds the dirty wash water from the 'clean' ballast tanks. This tank, called the slop tank, will then hold all the oil and oily water recovered from the ballast and tank washings.
After having a day or two to settle, free (clean) water which will have settled out under the oil may be carefully run off to sea, but the slops remain on board to be discharged ashore with the next oil cargo. On short voyages there will not be time to clean tanks, take on clean ballast and separate out the oil slops. In these circumstances the 'dirty' ballast is retained on board. At the loading port, instead of being pumped to sea, it is discharged ashore to a ballast reception facility. There, the oil is recovered and the oil-free water is pumped back into the sea. With tank cleaning complete, the ship's company revert to normal maintenance programmes. The shipboard management system defines work targets which must he completed, identifies parts to be replaced at fixed intervals, gives basic instruction for each job, and even lists the tools needed. All over the world other tankers are loading their vast cargoes of crude oil, trans-porting them to refineries where they will be processed and converted into products which, in turn, their small sisters will carry to consumer areas; fuels for transport, heating and agricultural uses, lubricants for machinery of all sizes and descriptions, raw materials for the plastics and petro-chemical industries, for fertilisers and even for animal protein production.
Oil is the life-blood of the 20th Century. For its supply, modern civilisation depends on tankers and the men and women who sail in or support them.
GLOSSARY
Abaft Behind on the after side; towards the stern.
Abeam In a position at right angles to the line of the ship.
Aft Towards the stern; at or near the stern.
Agent Ship's agent for the conduct of Company business in port.
Alongside Lying at a berth, or another ship, so that the ship and berth, or two ships, are parallel and touching throughout their whole lengths.
Amidships In the middle of the ship, between port and starboard, or between fore and aft.
Anchor Device for holding a vessel to a place on the sea-bed.
Anchor cable The chain attached to an anchor.
Anchorage The place where a ship is anchored, or where it is intended to anchor.
Back pressure The pressure developed on the ship's pumping system when discharging cargo ashore.
Batten down To close (an opening) in a secure fashion, so as to make it proof against both the ingress of seas and the escape of any liquid which might. he contained within an enclosed space. To batten down a hatch is to make it secure.
Bearing The direction of any object from the ship in terms of the angle it makes on the bow or quarter, or in terms of its direction relative to true north.
Berthing plan A plan, agreed with the Pilot, for the sequence of sending out moorings and bringing a ship alongside a berth.
Bollard A short, strong post on the quay or dock-side for attaching mooring lines.
Bow The fore part of the ship. (On the Bow) A direction between dead ahead and about 30 degrees on either side.
Brast line A mooring line run from the ship to the shore, or other e point, at, or nearly at, right angles to the ship's fore and aft line.
Bridge Main control position of a ship, from which it is controlled and navigated.
Bulkhead A vertical division within a ship's structure which may be of steel or other material separating one compartment from another.
Cable A message sent by radio telegraphy.
Calibration check To check the accuracy of the range calibration (rings) of a (Radar) radar by comparison with the known distance of a fixed object.
('ergo Goods and products carried in a ship.
Cargo line(s) A discrete section of large diameter pipe in the cargo pumping system intended to contain a flow of oil.
Cargo statement A detailed report, usually on a set form, of cargo loaded. The statement gives the quantities and grade of oil in each tank; cargo temperatures; specific gravities; quantities of dry and wet residues; etc.
Cargo temperature The mean temperature of bulk petroleum; either in a single tank or a whole parcel.
Channel A narrow stretch of water.
Channel A band of radio frequencies; e.g. Channel 16.
Chart folio A discrete collection of charts assembled to cover the navigation of a specific area or region.
Chart table A large table on the Bridge on which are laid those charts in current use.
Clearing outwards The procedure for completing, with port officers, the documents and formalities required to permit a ship to leave port.
Clutter control A control on a radar set used to supress the spurious echoes of waves and rain. Compass course A course expressed in terms of the direction to steer on a magnetic compass, which includes variation due to the earth's magnetic field and deviation due to the influence of a ship's own magnetic field.
Crane Machine for lifting heavy loads.
Crew The ship's complement, excluding the Captain, or the non-officers of a ship's company. Crew Check The procedure for determing whether or not all persons are on board prior to leaving port.
Depthmeter Electronic device for measuring the depth under the keel of a (Echo-sounder)) ship. Derrick Steel or wooden boom over a hatchway, capable of swinging and lifting heavy weights.
Dipping distance The distance at which a shore navigation light will cease to be (Extreme range) visible from a ship's Bridge, as the curvature of the earth intrudes into the direct line of sight.
Dip-stick An implement for accurately measuring the sounding of a tank which is nearly empty. (Or measuring a small ullage when the tank is full or nearly full - ullage stick.
Dolphin A fixed structure on piles situated near a jetty, to which are attached a ship's mooring lines.
Draught The depth to which a ship's hull is immersed in the sea.
Draught-marks Depth calibrations painted at stem, stern and on the sides at mid-length, which indicate the distance, at right angles from the plane of the keel, to the surface.
Drift Movement across the sea surface of a ship, or other floating object, caused solely by the effects of tide.
Drip-trans Open, shallow containers placed under the cargo manifold connections, in order to collect small seepages of oil.
Drum ends Steel castings on a winch or windlass around which are (winch drum) turned ropes or wires in order to haul on them.
Echo Sounder Device which indicates the depth of water under keel by (Depthmeter, transmitting sound pulses vertically towards the sea bed and Sounder) measuring the elapsed time to their being reflected back to the ship.
E.T.A. Estimated Time of Arrival.
Fairlead A casting set on the ship's side through which are passed the mooring lines.
Fix A determination of ship's position, by whatever means, plotted on a chart.
Flame Arrestor A screen made of gauze-like materials, which will allow gasses to pass through it, but not sparks, or other small particles. Flame arrestors may be fixed permanently in place — e.g. on gas risers — or may be portable, as are those designed for ullage openings.
Flashing-up The initial ignition of a boiler fire or fires.
Fore Towards the bow.
Forecastle The raised and enclosed deck in the bows. (Fo'csle)
Forecastle Head The raised deck on top of the forecastle, in the bows.
Freeboard The distance between sea-level and the main deck level.
Gain The intensity of signal amplification on a radar display. (brightness)
Grade Term applied to distinguish one type of petroleum cargo, or parcel, from another; e.g. "The total cargo is 15,000 tons, comprising 4 grades of fuel oil."
Gravities The ratio between the weight of a given volume of a liquid (Specific Gravities) and that. of the same volume of water.
Gyro A gyro compass.
Gyro stabilised) Term applied to a radar display which is synchronised with the gyro compass.
Hawse-pipe The cylindrical channel in the bows of a ship through which the anchor and its attached cable (chain) are led to the windlass (or capstan).
Heading Marker The direction of the ship's head as given by the direction of Reading the heading marker on a radar.
Headline A mooring line which leads forward from the how of a ship in a direction close to the fore and aft line of the ship.
Heating Coils The system of steam pipes fitted in cargo tanks to provide heal, for viscous cargoes. Heaving Line Coil of small diameter rope, heavily knotted at one end, intended to be thrown from the ship to the shore, or to another craft, for the purpose of hauling back another, heavier rope, or package, etc.
Helm The steering wheel, or the amount of rudder applied. Leeway Movement across the sea surface of a ship caused solely by the effect of wind.
Leeward In the direction away from the wind.
Leg Any part of a voyage where the ship steams in a constant (of a voyage) direction.
Loading The act or operation of putting cargo into the ship.
Loading Arm The shore sited articulated pipe system which connects the ship's cargo manifold(s) to the shore. Loading Rate The speed at, which cargo is loaded, expressed as tons per hour, or cubic metres per hour, etc.
Loaded The mean temperature of bulk petroleum; either in a single Temperatures tank or a whole parcel at the time of its being loaded.
Manifest Detailed statement of cargo and stores carried on board a ship, prepared for presentation to port officials.
Manifold Solid steel discs bolted to the open ends of the cargo mani‑ (blanks) fold connect. ions in order to seal them.
Magnetic Course A course expressed in terms of a magnetic compass heading, which includes the variation from the true meridian caused by the earth's magnetic field, but not the deviation due to the ship's magnetic field.
Manoeuvring Data Term applied to a collection of diagrams and/or tables which describe the manoeuvring characteristics of a ship; e.g.time to stop, and diameter of turns, range of speeds, etc.
Mooring A position where a ship can be between two buoys, or can lie to two or more anchors, or can be attached by lines to the shore, but is not lying alongside.
Mooring Lines Ropes or wires attaching a ship to her mooring.
Navigation The art and science of controlling a ship and managing its course from one place to another.
Navigation Notice issued by Governments and other official bodies, and warnings broadcast by radio, and later sent in writing to ships, giving details of dangers to navigation.
North-up Mode Operating a radar set with gyro stabilisation.
Parcel A discrete quantity of cargo within the total amount carried, which might be the total quantity of a specific type (e.g. "In this cargo the gas oil parcel is 10,000 tons") or the total amount for an individual consignee (e.g. total F.O. parcel for Exxon is 5000 tons of 55514).
Pilot Ladder A ladder constructed of rope and wooden steps in compliance with specified minimum standards, and used for the embarkation and disembarkation of Pilots (or other persons) from or to a boat alongside.
Pilot Station An area of sea in the approaches to a port designated as a rendezvous area in which ships should embark (or disembark) port Pilots. Aso applied to a building on shore from which pilot cutters put out to meet ships.
Poop A short, raised deck, right aft, or the aftermost part of a ship.
Port A harbour and its town or city.
Port The port side of a ship. Port Performance A document. in which the ship accounts for the time taken Record over the whole port operation. Times for mooring, deballast‑ ing, preparations for loading, the loading of each parcel, preparations for leaving port, etc., are recorded in detail and compared with previously set target times for each activity. Pollution Procedures and equipment adopted to minimise the possibility Prevention of any spillage of oil into the sea. Measures
Pressure Test Procedure for subjecting a section of pipe, or other item of equipment, to a certain pressure (of oil or water) and examining it for evidence of leakage.
Pumpman The crew member designated to operate the cargo pumps. Pumproom A space in a tanker which houses the cargo pumps and a complex of cargo lines.
Repeater A gyro repeater. To rig To place in position ready for immediate use. (the Pilot ladder) Safety Check-list A set form on which are listed a number of items that are required to be checked before it is considered safe to start an operation.
Sample Can A small container designed to take samples from a liquid cargo. Samson Post A short, tubular post which supports a derrick.
Scupper A drain for any water that accumulates on a ship's deck. Water on the deck runs to the side and then through a scupper to the sea. These are blocked or "plugged" when a tanker is in port so that should oil be spilled on deck it does not run to the sea.
Sea Suctions An underwater opening to the sea through which water may be drawn into the pumping system.
Seepage Small escape of oil. Settling Tanks Tanks in the engine room in which bunker fuel is stored prior to being used in the boiler.
Single-up The term applied to the letting go of most of a ship's moorings prior to leaving a berth, leaving only a few moorings to be released at the moment of departure.
To slack Away To pay out on a rope or wire.
To slip Mooring To let go.
Sounding The depth of liquid contained in a tank.
Sounding Pipes Vertical pipes extending from the bottom of any tank or enclosed space to the deck above, down which may be passed a sounding rod.
Spill Escape of oil. Spring A mooring line, usually of wire, which leads from a ship in a direction from forward or aft to a point on the shore close to a position opposite the mid-section of the ship. Steaming Time The time taken for a ship to travel a specific distance at a given speed.
Steering Gear The system provided for steering a ship; comprising steering (Steering wheel, electro-hydraulic transmission network, and steering Equipment) motors mounted on the rudder stock. Strobe The variable range marker of a radar set.
Tachometer Instrument which gives the r.p.m. of the main engine or perhaps of a cargo pump or other piece of machinery.
Target rate The rate of discharge which it is planned to achieve through-out a discharge of cargo. True Course The planned direction of a ship, expressed in degrees of arc relative to true north.
Tug A small vessel designed for towing and for helping larger ships to manoeuvre in confined places.
Ullage The vertical extent of free space in a loaded or partly loaded cargo tank between the surface of the liquid and the top of the tank. In a tanker's cargo compartments it is usual to provide a standard point from which to measure ullage.
(Ullage Tape A calibrated measuring tape adapted for the measurement of tank ullages.
Variable Range A device on radar set used to measure the distance of a target Marker from the ship.
Vent Ventilator. Visibility Range at which ships and other objects can be seen (visually) from a ship's Bridge.
V.H.F. Very High Frequency. Term commonly used to describe short range radio telephone equipment.
Warping Drum The concave steel cylinder driven by a winch, used to work (Drum End) mooring lines.
Water Jet High pressure stream of water, directed through a nozzle — as through a fire hose jet nozzle.
Walk-out To "walk-out" an anchor is to lower it from hawse-pipe with the windlass or capstan in gear, as distinct from releasing the brake with the machinery free-running so that the anchor drops from the hawse-pipe.
Wheelhouse The enclosed structure containing the steering wheel and (Pilot House) other principal devices for navigating the ship.
Water-tight Door A door, usually of steel, constructed and secured specifically to prevent the ingress of water. Winch A machine with a horizontal, revolving barrel for applying power to ropes or wires.
Windlass A special winch, fitted with a gypsy or cable-lifter wheel, for working the anchor cables.
TABLE OF CONTENTS
PART 1. GUIDANCE TO MASTERS AND NAVIGATING OFFICERS
1. Bridge Organisation 1.1 General 1.2 Passage Plan 1.3 Safety Systems - Maintenance & Training
2. Duties of the Officer of the Watch 2.1 General 2.2 Keeping a Good Lookout 2.3 Main Engines 2.4 Changing Over the Watch 2.5 Periodic Checks of Navigational Equipment 2.6 Helmsman/Automatic Pilot 2.7 Navigation in Coastal Waters 2.8 Restricted Visibility 2.9 Calling the Master 2.10 Navigation with Pilot Embarked 2.11 The Watchkeeping Personnel 2.12 Search and Rescue 2.13 Helicopter Operations 2.14 Log Books 2.15 Routine and Emergency Check Lists 2.16 Ship and Anchor 2.17 Ship's Draught
3. Operation and Maintenance of Navigational Equipment 3.1 General 3.2 Radars 3.3 Automatic Pilot 3.4 Gyro and Magnetic Compasses 3.5 Chronometers 3.6 Echo Sounders 3.7 Speed/Distance Recorders 3.8 Electronic Position Fixing Aids 3.9 Direction Finders 3.10 Hydrographic Publications 3.11 Emergency Navigation Lights and Signal Equipment
Annex 1 Example of an Entering Port Plan   Живите по правилу: МАЛО ЛИ ЧТО НА СВЕТЕ СУЩЕСТВУЕТ? Я неслучайно подчеркиваю, что место в голове ограничено, а информации вокруг много, и что ваше право...  Что делать, если нет взаимности? А теперь спустимся с небес на землю. Приземлились? Продолжаем разговор...  Что будет с Землей, если ось ее сместится на 6666 км? Что будет с Землей? - задался я вопросом...  Система охраняемых территорий в США Изучение особо охраняемых природных территорий(ООПТ) США представляет особый интерес по многим причинам... Не нашли то, что искали? Воспользуйтесь поиском гугл на сайте:
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