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READING PASSAGE Loading and PreparationsСтр 1 из 8Следующая ⇒ Language Course ACKNOWLEDGEMENTS This course was created by Conrad Languages Ltd. It is hoped that it will help meet the long felt need for an English Language Course that contains relevant job related materials.
I would like to take this opportunity of thanking all those who have given their invaluable assistance and advice, especially the Marine Operation Services Department, Shell International, London and British Petroleum, London.
A special mention is also due to the members of the Conrad Research Department and to all those whose help has proved a valuable source of encouragement. Copies of this programme can be obtained from Fairplay Publicat Ions Ltd, 52 Southwark Street, London SE1 1UJ or direct from Conrad Languages Ltd, 53/55 Theobald's Road, London WC1, England. Printed in Great Britain by Page Bros (Norwich) Ltd, Mile ('ross Lune, Norwich, Norfolk NR6 6SA.
INTRODUCTION TO THE PROGRAMME
This programme is intended for seafarers whose mother tongue is not English, but who need to communicate in that language. English is becoming the most extensively used language of the sea, being that generally used in intership communications and navigational/meteorological warnings. There is a definite need for an international language at sea, and it is the already widespread use of English which makes it the most practical choice.
This programme has been written by seafarers for seafarers. Common aspects of a seafarers life are described, in which frequent use of marine terminology and jargon is included. It is intended that the dialogues in conjunction with the audio cassettes should provide a realistic and practical framework for a seafarer's learning of English.
The course has been designed in such a way as to describe, scene by scene, various situations that occur during the voyage of an oil tanker from Punta Cardon Venezuela to Piney Point, U.S.A.
Each scene contains dialogues and descriptive passages followed by extracts from the Standard Marine Navigational Vocabulary related to that particular scene. In some cases, documents, check lists and forms have also been included. In order for the material to he fully exploited various language exercises are given. These, together with the dialogues can also be found on the cassettes. The pack contains check lists of Bridge Procedures which can be a useful guide, and should be used as a key to projects set at the end of various scenes. SHIPS OF THE SEA
There are many types of sea-going vessels other than oil tankers and tankers themselves can be divided into various categories: gas tankers--liquified petroleum gas, LPG or natural gas, LNG; obos—oil--bulk oil, which some-times carry oil and sometimes carry bulk such as grain, feeding stuffs or ore. Ships that ply the sea also include general cargo ships either of the break bulk or dry bulk type; roll-on roll-off (known as ro/ros, container ships; reefer ships and barge carriers. There are passenger ships ranging from large ocean going liners to small cabin cruisers, private yachts, and of course, the vast range of military warships of different types and tonnage.
CONTENTS INTRODUCTION
Leaving Cardon Scene 1 Loading Page 1 Scene 2 Preparations for the Voyage Page 7 Scene 3 Un-berthing and Departure Page 13 Scene 4 Fire on Board! Page 21 Scene 5 Arriving in the US — Manoeuvring Page 31 Scene 6 Pilotage Exchanges Page 39 Scene 7 Anchoring Page 47 Scene 8 Mooring operations Page 53 Scene 9 Oil Pollution Prevention Measures Page 63 Scene 10 Engine Breakdown Page 67 Finale Return Voyage Page 73 Glossary Page 74 Bridge Procedures Page 85
INTRODUCTION Leaving Chardon Loading
On completion of loading it is important that all ullages, specific gravities and temperatures of the cargo are checked in order to calculate the quantity of cargo loaded, and compare this figure with that provided by the shore installations.
Preparations for departure include planning the voyage. The Navigator, together with the Captain, ensures that all charts to be used have been corrected and are up-to-date in respect of Navigational and Meteorological warnings. The distance and course to, and the estimated time of arrival (E.T.A.) at the ship's destination are calculated. SCENE 1
The "Mara" is alongside at Punta Cardon loading a Fuel Oil cargo for the U.S. It is 0930. The Captain telephones the Chief Officer, and asks him to come to his office. The Chief Officer arrives, and the two proceed to discuss the cargo loading and preparations for leaving port.
Captain: Good Morning, Jose. When do you expect to complete loading?
Chief Officer: I think everything will be finished by 1300, Sir. All the Fuel Oil 55444 is now loaded and we are receiving the 55322 at two thousand tons per hour with about 5000'tons yet to load. Captain: Good. I'll leave you to warn the Engine Room and do the usual crew check. Meanwhile, I'll see to it that tugs and a Pilot are available when we are ready to sail. Tell me, how are the cargo temperatures?
Chief Officer: The loaded temperatures for both grades are averaging about 130°F. The heating coils are of course in operation. I've checked the temperatures of those tanks loaded in the early hours of this morning and they are perfectly all right.
Captain: Well, thank you Jose. I think that is all for now. On your way down, ask the Second Officer to come and see me, and please keep me advised of any changes in the loading rate.
Chief Officer: Yes, Sir. Actually, I think the Second Officer is on the Bridge.
Captain: In that case, don't bother. I'll go up and see him.
The Captain leaves his office and goes up to the Bridge where he meets the Second Officer in the chart room.
Captain: Good morning, Pablo. I'd like to go over the charts and navigation warnings for the voyage.
The Second Officer, who has been working on the charts which will be needed for the forthcoming voyage, places a large folio of charts on the table in front of the Captain. With the officer looking on, the Captain carefully examines each one in turn. He checks the courses that have been drawn for the voyage from Cardon around the Paraguana Peninsula northwards to the Mona Passage and from there to Cape Henry.
Captain: Yes. I think this all looks very satisfactory, but I would like you to mark on the chart the arcs of extreme range for Mona Island Light and Aquila Point Light. We are sure of being at the Mona Passage after dusk tomorrow. Also, I would like you to work out the steaming time from here to a position abeam of Mona Island Light at 14.25 knots.
Second Officer: Yes, in fact I have already worked out the steaming times for that leg at 14.0, 14.25 and 14.5 knots. I've written them on this chit for you.
Captain: Oh, good. Thank you. Now, let me see the navigation Warnings.
Second Officer: Here they are. I don't think there is anything that will affect us this trip. The Aquila Point Light which was working at reduced power a few days ago, is now back to full strength.
The Captain carefully checks through the sheaf of navigation warnings, and nodding agreement that none of them will affect the ship's intended voyage, thanks the Second Officer and leaves the Bridge.
STANDARD MARINE NAVIGATIONAL VOCABULARY
It is not intended that use of the vocabulary shall be mandatory, but rather through constant repetition in ships and in training establishments ashore, that the phrases and terms used will become those normally accepted and commonplace among seamen. Use of the contents of the vocabulary should be made as often as possible in preference to other wording of similar meaning.
In this way it is intended to become an acceptable "language", using the English tongue, for the interchange of intelligence between individuals of all maritime nations on the many and varied occasions when precise meanings and translations are in doubt, increasingly evident under modern conditions at sea.
The typographical conventions used throughout most of this vocabulary are as follows:
() brackets indicate that the part of the message enclosed within the brackets may be added where it is relevant.
/ oblique stroke indicates that the items on either side of the stroke are
... dots indicate that the relevant information is to be filled in where the dots occur. Navigational Warnings There is a dangerous wreck /rock/shoal in position. (marked by showing......).
There is a drifting mine reported in position.............................
There is a gas leakage (from fractured pipeline) in position......
There is a slick of oil in position.................. (extending).
There are pipeline/cable-laying operations in position..............
There are salvage/oil clearance operations in position............
There is a vessel in position.................. on course.......... and speed which is not complying with traffic regulations.
There is a vessel anchored ahead of you in position..................
There is a vessel ahead obstructing your movements.
There is a hampered vessel in position on course and speed.....
You will meet crossing traffic at...............................................
There is a vessel crossing traffic lane on course and speed....... in position..................................................................................
There are many fishing vessels at..............................................
Route/traffic lane has been suspended/discontinued/diverted.
FUNCTIONAL PRACTICE. Asking people to do things. Orders I.
Notice how we use the imperative to give orders. e.g. See that tugs are available! Tell the Second Officer to come here! Politer forms would be:‑ (a) Please remember to see that tugs are available. (b) Would you mind telling the Second Officer to come here? Other forms taken from the dialogue are as follows:‑
I'd like you to.................................................................................
I'll leave you to...............................................................................
Keep me advised............................................................................
Ask.................................................................................................
Let me............................................................................................
Now using the polite forms give orders from the following prompts: e.g. keep quiet/Bridge Please remember to keep quiet on the Bridge.
warn/engine room/crew check check/temperatures/tanks tell/changes/loading rate
go over/charts
keep me advised/cargo temperatures examine/navigation charts work out/steaming time
make sure/clocks/synchronised batten/cargo openings
Orders II. Various types of structures are used in giving orders. One of them is called the accusative/infinitive: e.g. Tell him to report to me. Now using this structure supply your own responses to the following statements: Chief Officer: He's waiting outside, Sir. captain: Tell him to come in at once. He's just come on board, Sir. Tell... They're loading the fuel oil, Sir. Remind... The crew are already on hoard, Sir. Ask... Visibility will be poor, Sir. Advise... He can? manage that weight himself, Sir. Help... We had a fire on our last voyage, Sir. Warn... He refuses to leave his cabin, Sir. Order... We're still not absolutely sure about the fuel oil burner, Sir. Get... We're way behind schedule, Sir, Urge... His English is poor, Sir! Encourage...
COMPREHENSION PASSAGE A ship with a cargo of oil.
An oil tanker is a cargo ship specially designed and built for carrying petroleum in bulk. Below deck it is basically a long steel tank divided into a series of compartments. The forward spaces are designed to carry water, stores and spare bunkers, and the after-spaces contain the ship's boilers and engines, water, stores and oil bunkers. Between these end-spaces the rest of the ship is divided into a number of separate compartments for carrying the oil cargo and water ballast.
Each compartment is oil-tight and water-tight, with a steel access hatch. A vent pipe is fitted with a special valve to ensure that cargo tanks remain close to atmospheric pressure. The oil tanks are linked by a system of pipelines, by which each can be filled or emptied independently; these pipelines are controlled by numerous valves and are connected to the cargo pumps housed in the after-part. From these pumps, pipes rise to the ship's deck, terminating at manifolds conveniently placed amidships for connecting to shore pipelines for loading and discharging the cargo. The oil cargo tanks are strengthened internally by framing. They are separated from the engine room by empty spaces called cofferdams, by permanent water ballast tanks, or by a combination of both.
The tops of these together form the ship's upper or weather deck. On this is built a large structure aft, comprising the navigating bridge and the accommodation for the ship's Captain, his officers and his crew.
Comprehension Questions
1. What is the simplest way of describing a tanker?
2. How is a tanker divided below deck? 3. How are the pipelines of each compartment controlled?
4. How is the oil discharged into shore pipelines? 5. What is the weather deck? And what is built on it?
Comprehension Questions 1. What types of loading procedures are required for the following ships: container ships, ro/ro, and general cargo ships?
2. What factors must be considered for unloading container ships?
3. Who discusses matters concerning loading?
INTRODUCTION Preparations for the voyage
Amongst the several other preparations for departure `battening down' is very important. Not only are all the cargo openings and vents closed but also the cargo lines and the pumping system are shut down.
All Bridge equipment is tested and Bridge and Engine Room clocks are synchronised. The Captain will examine and sign any cargo statements and performance reports. Port clearance too is a necessary procedure before leaving harbour and usually involves customs, immigration and other port officials. SCENE 2
It is now 13.15. The loading of the cargo has been completed on time and personnel from the shore are disconnecting the loading arms. On the deck some members of the crew are busy battening down the tank openings, closing valves in the cargo lines and stowing away various equipment which has been used during the loading operation — dip sticks, ullage tapes, sample cans and thermometers. In the cargo office, the Chief Officer is completing his calculations of the quantity of oil loaded. He has already checked the draught marks and is now waiting for shore officials to arrive to complete the documentation of the cargo.
Meanwhile, on the Bridge the Second Officer is preparing to test the steering and navigation equipment and to synchronise the clocks.
Second Officer: (On the telephone to the Engine Room): Hello, is it all right to test the steering gear? Yes? Thank you. The time is now 13.17.
Having tested the steering gear, the officer returns to the telephone and confirms with the engineer that the steering equipment is working correctly. He then telephones the Captain.
In his office the Captain receives the Second Officer's call.
Captain .Bridge equipment tested and satisfactory. Good. Thank you, Pablo.
The Chief Officer enters.
Captain: Good afternoon, Jose. Everything all right?
Chief Officer: Good afternoon, Sir. Yes, cargo as planned at 13.05. Hoses are being disconnected and tanks battened down. I have the cargo figures here; our own, and those calculated by the shore. You will see there is very little difference between the two; about 25 tons overall. The Chief Officer gives the Captain the cargo statement and a performance report of the loading operations. The Captain studies both these documents before signing each one and handing them back to the Chief Officer.
Captain: Thank you, Jose. A good job done. Now, we've already checked that everyone is on board. The engine room is ready and the bridge equipment has been tested. All we need now is a Pilot, the tugs, and our clearance papers.
At this point some shore officials arrive at the Captain's office and the Chief Officer leaves. The Captain invites the officials to sit down and together they go through the formalities of clearing the ship outwards. The immigration authorities are provided with details of the crew and there is a declaration of stores and cargo for the customs authorities. These, and other formalities completed, the Captain is given clearance to leave port. FUNCTIONAL PRACTICE. Complying with orders: 1.
We can comply with orders in the following manner: e.g. Order: Test the steering gear! Response: Aye, Aye, Sir, Yes, Sir. Ok, Sir.
We may add a rephrased version of the response when we do not personally carry out the order e.g. Order: Test the steering gear! Response: Yes, Sir. I'll see that the steering gear is tested at once.
Now using this particular structure, comply with the following orders: Disconnect the loading arms!
Batten down the tank openings! Test the Bridge equipment!
Close the valves in the cargo lines!
Stow the dip sticks!
Synchronise the clocks!
Check the cargo figures with the shore figures! Do a crew-check!
Ship the gangway! Rig the derrick! Complying with orders: 2. Sometimes the act of complying with an order is in the process of being carried out when the order is given. e.g. Order: Test the steering gear! Response: The steering gear is being tested at the moment, Sir. Now from the prompts (1), form responses using this structure. Complying with orders: 3. On board ship it is very rare that a subordinate officer or rating refuses to carry out an order of a superior officer. However, there may be valid reasons for not being able to comply with an order. e.g. Order: Tell Ricardo to take over the Middle Watch! Response: I'm sorry, Sir. He's just been taken sick.
Now form orders from the following prompts and give a reason for not being able to comply. serve/lunch check/crew list radio/ashore disconnect/loading arms change over/settling tanks rig/derrick drain/fuel lines batten/cargo openings. COMPREHENSION PASSAGE The Structure of a Tanker Some of the oil tankers at present in service have three separate superstructures; a forecastle space used for stores, a midship deckhouse containing the navigating Bridge, stores and accommodation for the Captain and some of his officers and cadets, and a large poop deckhouse with more accommodation, messrooms, galley and stores. These superstructures are connected by a fore-and-aft gangway, which runs along the ship about eight feet above the weather deck; this permits the seamen to pass safely from one deckhouse to another if decks are awash in rough seas. Oil tankers may be driven by diesel engines or by steam turbines, each of which method has certain advantages and disadvantages. Steam turbines need less attention, and steam from the main boilers can be used to drive the pumps for discharging cargo and to heat heavy oil cargoes to make them pumpable. A diesel ship, which has to have special steam raising plant for these jobs, may in other ways be more economical. Tankers are permitted to load more deeply than conventional cargo ships because their division into watertight compartments makes them exceptionally strong and buoyant, and because the deck openings are less vulnerable to sea penetration than the hatches of dry cargo ships. The cargo is stowed safely in all weathers and all risks of instability, fire or leakage are fully met.
Comprehension Questions 1. How many separate superstructures do some tankers have? What are they?
2. How are the superstructures connected?
3. Why is the gangway eight feet above the weatherdeck?
4. What are the advantages of a steam turbine?
5. Why are tankers exceptionally strong and buoyant?
Comprehension Questions 1. What important points must the Captain check with the chief-mate for a container ship? 2. What points must he check for a ro/ro ship and general cargo ship?
3. What factors must be observed for hazardous cargo?
INTRODUCTION Un-berthing
The operation of un-berthing, when the ship slips her moorings, should be preceded by a discussion amongst the ship's officers and the Pilot of the actual procedure for getting the ship away.
"Stand-by Fore and Aft" is announced after the ship's gangway is hauled aboard. The Pilot, with his special knowledge of local tides, currents and hazards, will conduct the operation, assisted by the Captain and his officers. Tugs are some-times made fast to the vessel, either on the quarter and/or the bow to assist in the handling of the ship.
When the ship has finally cleared the port and the Pilot has disembarked it is "Full Away on Passage" to the ship's next destination. SCENE 3
A short while later tugs are arriving alongside and the crew are standing by to remove the gangway. The Pilot arrives and the crew, using one of the ship's derricks, begin to remove the gangway. The Pilot is met by one of the officers and goes to meet the Captain on the Bridge. They quickly confer over the unmooring operation.
Pilot: The `Santa Rosa' will make fast on the starboard bow and the 'Santa Anna' will be on the starboard quarter. Single up to one spring and breastline each end.
Captain: Fine. Will we be using the ship's or the tugs' towing wires? Pilot: We'll use the ship's.
Captain: (To Officers) Right, we'll go straight to stations now. Single up to a breastline and spring each end. Ship's wires to the tugs.
Two of the officers leave to take up unmooring stations; one on the forecastle, the other on the poop.
On the Bridge, the assisting officer has telephoned the engine room to warn the engineers that the ship is about to let go. The engine room telegraph is rung to "Standby."
The Captain and the Pilot stand together watching the moorings being let go. They can communicate with the Forecastle and Poop by hand radio or telephone.
Captain: (On his hand radio) "Mara" Fo'csle and "Mara" Poop. How do you receive me?
Chief Officer: (Replying on the radio) " Mara " Bridge, this is "Mara" Fo'csle. Receiving you loud and clear.
Second Officer: (Replying on the radio) "Mara" Bridge, this is "Mara" Poop. Receiving you loud and clear.
Captain: "Mara" Poop and "Mara" Fo'csle. Start singling-up.
Chief Officer: Starting to single-up, Sir.
Second Officer: Starting to single-up Sir. (Ten minutes later)
Chief Officer: " Mara " Bridge, this is "Mara" Fo'csle. (captain: Cone in, Fo'csle.
Chief Officer: Singled up forward, Sir; to one breastline and a spring. Tug `Santa Rosa' fast starboard bow. Ship's wire.
Captain: Roger, Fo'csle. Standby. (A few minutes later) Pilot: Let go forward.
Captain: "Mara" Fo'csle, this is "Mara" Bridge. Let go.
Chief Officer: "Mara" Bridge, this is "Mara" Fo'csle. Let go. "Mara" Bridge, this is "Mara" Fo'csle. All gone and clear forward. Captain: (to Pilot) All clear forward, Pilot.
Pilot: Thank you, Captain. Have the after breastline turned up on the winch and heave on it.
Captain: "Mara" Poop, this is "Mara" Bridge. Come in.
Second Officer: "Mara" Bridge, this is "Mara" Poop.
Captain: Pablo, put the breastline on the winch and heave on it. Heave it easy.
Second Officer: Heave easy on the breastline, Sir.
The Captain and the Pilot stand together on the port Bridge wing, which over looks the jetty, watching the bow slowly swinging away from the berth.
Pilot: Let go aft.
Captain: "Mara" Poop, this is "Mara" Bridge. Let go aft.
Second Officer: "Mara" Bridge, this is "Mara" Poop. Let go, Sir. (A minute later.)
Second Officer: "Mara" Bridge, this is "Mara" Poop. All gone and clear aft.
Captain: "Mara" Poop. All gone and clear aft, thank you. (To Pilot) All gone clear aft. Pilot.
Pilot: Thank you, Captain. Wheel amidships, slow ahead.
Captain: (To Officer in wheelhouse) Wheel amidships, slow ahead.
Third Officer: Wheel is amidships, Sir. Slow ahead.
The Third Officer rings the engine room telegraph to Slow Ahead. He watches the engine tachometer and when the engine starts he calls to the Captain.
Third Officcr: Engines moving ahead now, Sir.
Captain: Thank you.
Pilot: Starboard 20.
Captain: (To Helmsman) Starboard 20.
Helmsman: Starboard 20, Sir. 20 degrees of starboard wheel on, Sir.
Captain: Thank you.
With a sequence of helm and engine orders, given by this form of interchange between Pilot, Captain, Third Officer and Helmsman, the ship is manoeuvred away from the jetty. When the ship is well clear of the jetty, the tugs are let go and a launch approaches to disembark the Pilot.
Pilot: Well, Captain, I'll be going now.
Captain: Thank you, Pilot. (To the Third Officer) Take the Pilot down.
The ship, now clear of the jetty is moving at very low speed away from Punta Cardon. The Pilot climbs down a ladder into the launch, which immediately moves off at high speed.
The Captain instructs the Helmsman to bring the ship on to the first leg of the planned course, while the Third Officer, who has now returned to the Bridge is busy plotting the ship's position on the chart.
Meanwhile, on the Poop and Forecastle, all the mooring ropes and wires and the fire-fighting equipment -- hoses and dry-chemical extinguishers — are being stowed away and the watertight doors are being secured.
Some thirty minutes later, the Chief Officer arrives on the Bridge. By this time, the ship has built up to full speed and is heading northwards around the Paraguana Peninsula.
Captain: Hello, Jose. Well, is everything under control?
Chief Officer: All the moorings are stowed away. The Pilot ladder is secured, and the Fo'csle and forward facing doors have been battened down.
Captain: Good. Is the fire gear stowed away?
Chief Officer: Yes, Sir.
Captain: Have you double checked on the tank openings?
Chief Officer: Yes, Sir. All secure.
Captain: How about the Pumproom?
Chief Officer: I' ve checked it and it's been battened down.
Captain: Fine. Well, thank you, Jose. That's all for now.
The Chief Officer leaves the Bridge and the Captain goes to study the chart. With the ship now en-route to the U.S., he wishes to send a cable to his company's agents giving them details of his E.T.A. and arrival draughts.
Using a chit on which the steaming times at various speeds have been worked out, he prepares a message on a cable form and passes it through to the Radio Room for transmission.
The voyage has started. STANDARD MARINE NAVIGATIONAL VOCABULARY Are you under' way? I am underway. I am ready to get underway. I am not ready to get underway. You must get underway. I am making way through the water. I have/do not have steerage way. Vessel in position (make fast). Move ahead/astern ( feet/metres). Let go head/stern/spring/towing line.
FUNCTIONAL PRACTICE Project 1.
Prepare a checklist detailing leaving port procedures.
READING PASSAGE Unberthing Before a ship slips her moorings, everything must be ready for voyage. At the completion of the loading of a ro/ro ship, a general cargo ship or a container ship that is equipped with hull openings, the Captain would need to verify that they have been closed and properly secured. A ship's draught plays a critical role in the manouverability and safety of a ship and precise draught levels must be given to the Captain and communicated to the Pilot.
Ships handle differently and at different loading conditions. Oil tankers, for example, often sail from one port to another with a full load of oil and return with ballast with a lighter draught. Some vessels are equipped with bow-thrusters and/or sternthrusters which will enable them to unberth under certain conditions without the assistance of tugs. Obviously, such factors as currents and winds will also affect the manouverability of a ship in an unberthing position.
The draught level can affect the time of departure in many ports due to the water over the bar under certain tidal conditions. This is particularly so if the vessel has to go out through locks where it is critical to get into or out of the lock at the right tidal level. Questions 1. What does the Captain of a container ship need to verify before the ship leaves port?
2. What do some ships use to unberth without the assistance of tugs? 3. How does the draught level affect the handling of the ship?
INTRODUCTION Fire On Board!
Fire is probably the greatest danger on board ship. Fires are caused by such things as mechanical or electrical failure, discharge of static electricity, spontaneous combustion, or individual carelessness. It is important that all mariners be alert to this particular danger, and if they detect fire they must immediately raise the alarm before attempting to tackle the fire.
Effective fire-fighting depends a lot on instruction in the correct methods of fire-fighting, as well as the up-to-date maintenance of equipment such as extinguishers, foam installations and breathing apparatus. Both these aspects should be checked in regular safety exercises. These exercises normally include practice alarms, in which a variety of fires such as electrical, oil and chemical, can be simulated.
Techniques in firefighting on board ship include cooling and damping down the areas of the ship next to the fire as well as cutting off any ventilation. This has a twofold effect in that it not only prevents the fire from spreading but also starves it of the oxygen it needs.
Although there are no doctors on board most ships, the Captain and Officers of a ship normally have had some intensive basic medical training. In the case of an emergency, it is possible to have professional advice from a surgeon ashore, or sometimes from one on a passenger ship or warship who can advise the Captain by Radio telephone. SCENE 4
Time 23.50. The "MARA" is steaming northwards, some 70 miles west of the Bahamas. The night is clear, with a fresh south-easterly wind.
The 12 to 4 watchkeeping seaman Pedro Rodriguez is sitting in his cabin, finishing a cigarette, before leaving to take up his look-out duties. He glances over some letters he has written earlier that evening, then stubs out his cigarette and leaves his cabin, closing the door behind him.
On the Bridge, Pedro greets the 8 to 12 seaman Carlos Porto.
Pedro: Hello, Carlos. Looks like it's a fine night.
Carlos: Yes, it is. How are you?
Pedro: Fine, thanks, I've been writing letters home. My youngest daughter is to start school next week.
Carlos: Really? That's good, soon she 'llbe able to write to you. Well, as you can see the visibility is very good. We are seeing ships at about fifteen miles. There is nothing ahead at the moment. On the starboard beam is a small ship which we are slowly overtaking. Dead astern there's another one. It's been there all watch, so I think it's going at the same speed as ourselves.
This conversation continues for another minute or two, and then, when Pedro is fully accustomed to the night conditions, and aware of what is going on, Carlos reports to the watch officer and leaves the Bridge.
A little later in the crew's quarters, Carlos is returning to his cabin from the wash-room, when he senses a slight smell of smoke. Glancing up and down the passage- way, and seeing nothing amiss, he goes quickly to his cabin where everything appears normal with no hint of smoke.
Shortly afterwards, however, when Carlos is about to turn out his cabin light, there is again a faint smell of smoke. Quickly, he gets up and goes into the passageway, there it is, smoke is coming from under the door of Pedro's cabin!
Carlos moves quickly to switch on the nearest fire alarm. The alarms start ringing and Carlos telephones the Bridge.
Watch Officer: (On the telephone) What' s going on? Where's the fire?
Carlos: There's a fire in Rodriguez's cabin. The door's shut but smoke is coming from under it, and it's getting worse all the time.
Watch Officer: OK. Now don't you or anyone else open the cabin door until either the Chief Officer or I get there. Make sure everybody has woken up and dressed, then go to your fire station.
(The Watch Officer rings off.)
Just as Carlos puts the 'phone down, the Bosun and three other seamen arrive on the scene.
Bosun: (To one of the seamen) Chico, give me that extinguisher! Quick!
He grabs a portable foam extinguisher and throws open the cabin door. As he does so, there is a sudden flash of flame and he falls backwards with burns on the face, chest and hands. The interior of the cabin is now enveloped in flames and thick choking smoke is pouring into the passageway. Carlos and the others are now coughing badly from the effects of the smoke. They start to drag the injured Bosun away from the scene as the Chief Officer and Second Officer arrive with hose parties equipped with breathing apparatus.
Chief Officer: (To Second Officer) Get the first aid party to remove the Bosun on to the poop. Close the forward facing doors and clear everybody except the hose parties off this deck, then start cooling down the deck above. (Shouting through the smoke to seamen in breathing apparatus) Right. Now using the hoses, one on jet, attack the fire behind a water curtain. Quickly now, while we still have it contained in the one cabin.
The Chief Officer watches the hose team advance on the fire. The Chief Engineer arrives on the scene. Chief Engineer: This looks bad Jose, what's the position now? Chief Officer: We're just turning a couple of hoses on it now. I think we'll have it out very quickly.
Chief Engineer: We'd better. This smoke'll soon make it impossible for anybody to stay down here. The Second Engineer is cooling the underside, and we have the main engines slowed down. The Captain says he is turning to put the wind on the port quarter.
Chief Officer: Good. Look, I think they've done it.
The hose parties are enveloped in steam and smoke in the doorway of the cabin, but the light from the flames has gone. The leading seaman signals to turn off their hoses. The Chief Officer gets closer to the scene of the fire to inspect it for himself.
Chief Officer: (To seamen) Keep a light spray of water damping and cooling down the cabin. (To Chief Engineer) Chief, we'd better have some emergency lights run up in this alleyway and start clear ing up the mess.
The Chief Officer then checks each cabin in turn to see that the fire has not spread, or another been started in the confusion of the emergency. This done, he sends a messenger to check with the Second Officer that no fire has spread to the deck above. A little later, satisfied that the fire is out, the Chief Officer telephones the Bridge and speaks to the Captain.
Chief Officer: The fire is out. We're still damping down and cooling, but I don't think there's any danger of it breaking out again. The whole area is full of smoke and it's very difficult to breathe here. I'd like to start ventilating the accommodation as soon as I can.
Captain: We'd better avoid any through ventilation for the moment. Keep on cooling down for a little longer. I've just stopped the engines. As soon as I can, I'll leave the Third Officer here to look after things and come down and see the damage for myself. They've taken the Bosun to the saloon. Have you seen him yet?
Chief Officer: Just after the accident, that's all.
Captain: Get up there right away, if you can. He might need morphine if it's not already been given, and we may need urgent outside medical help. Chief Officer: Yes, I'll be as quick as I can.
Leaving the Second Officer to keep watch over the scene of the fire, the Chief Officer goes to the officer's dining saloon where the injured Bosun is being cared for by the Catering Officer and others of the first aid party. Chief Officer: (To Catering Officer) How is he?
Catering Officer: Not too bad, I suppose. The burns are bad enough but fortunately not too extensive. He was saved from a lot of the flash by his clothing and the extinguisher held out in front of him.
Chief Officer: What treatment has he been given?
Catering Officer: He's had one ampoule of morphine. The Second Officer doused his burns with water right after the accident. I've been gradually applying burn dressings and I'm still doing so. Chief Officer: He's conscious, I take it?
Catering Officer: Oh yes, and as comfortable as can be expected.
Chief Officer: Have you removed any burnt clothing? Catering Officer: No.
Chief Officer: Good. (To Bosun) How do you feel?
Bosun: It's pretty painful. Chief, I can tell you. I don't know what hit me.
Chief Officer: Don't worry. You'll be OK now. (To Catering Officer) have him taken to the hospital right away.
The Chief Officer telephones the Bridge and gives the Captain a brief report on the Bosun.
Captain: (To Chief Officer) Thanks, Jose. I'll examine him myself in the hospital later. I'm leaving the Bridge now to inspect the damage. Meet me with the Chief Engineer at the scene of the fire.
Half an hour later, after the three senior officers having satisfied themselves that there is no further danger, the Chief Officer issues orders to ventilate and re-occupy the accommodation.
The Captain returns to the hospital to take a further look at the Bosun before returning to the Bridge.
Captain: (To the Third Officer) Telephone the Engine Room and tell them we shall now be resuming passage. Ask the Chief Officer and the Catering Officer to join me here. (To the Radio Officer) I may wish to have a radio link with a doctor. Possibly in Bahamas. Look into it, will you, and make the necessary preparations.
The Chief Officer and the Catering Officer arrive on the Bridge.
Captain: Well, what do you think about the Bosun? Do you think we should land him?
Catering Officer: I think he 'll be OK now. He should make the next two or
Chief Officer: Perhaps so, but I'm not sure we should proceed without getting medical advice.
Captain: We'll see how he is by tomorrow and if necessary I'll radio for help. Questions 1. If you were designing a safety programme on board ship, what factors would you consider important? 2. Name the different types of accident situations that can occur on board ship? 3. How important do you consider on board and ship-to-shore communication is?
PRECAUTIONS Make sure....................................................................................... I'd like you to avoid....................................................................... WARNINGS Quick!............................................................................................ Don't.............................................................................................. Clear everybody.............................................................................
Now using the three types of structures above supply your own responses to the following statements. e.g.: Chief Engineer: T here's been an accident, he's lying on his hack. 1. Advice. Chief Officer: I don't think we should move him until we know what's 2. Precaution. Chief Officer: Make sure that there's a light and nobody falls over him. 3. Warning. Chief Officer: Don't move him! There's smoke coming from under that door! 'there's been an explosion in the Engine Room! The fire's spreading to the steering gear! Collision on the Port Bow! I can smell gas!
He's in a state of deep shock!
The Chief Engineer has been badly burned! The steam pressure is falling!
Project 2.
Refer to the check list above and write a short report on safety precautions to be observed.
Prohibition Notices WARNING 1. Only persons AUTHORIZED by CHIEF ENGINEER to use welding equipment. 2. Endeavour to wear full protective clothing, particularly dry gloves. 3. Use D.C. welding only, never A.C. 4. Check voltage Reduction Device. Do not weld if this is discovered faulty or inoperative. (Not M.G. sets.) 5. Check that welding lead, welding return and workpiece earth(s) have adequate conductivity, are properly connected and adequately insulated. Welding return lead must extend the full distance from work to set. PUMPROOM NOTICE Ventilating fans must be in operation on all occasions before entering this pumproom and are to be run continuously while cargo, ballast, tank cleaning operations, or pumproom maintenance are being performed unless a gas-free certificate has been issued. Entry is forbidden without breathing apparatus unless pumproom is gas-free and safe for entry. Look at these notices. Using them as a guide make your own notices under the following headings:- Shore Leave', `Toxic Hazards in Painting', 'Access Prohibited', 'Fire Regulations'. INTRODUCTION
CREW: VENEZUELAN ('ASH: (IS DOLLARS 3,000 REQUIRE:: SERVICE FOR RAY'T'HEON RADAR FAULTY VARIABLE RANGE MARKER LAUNDRY 250 BEDSHEETS, 75 TOWELS 120 PILLOW COVERINGS DENTAL TREATMENT FOR TWO MEN. The ETA must be confirmed 48 hours prior to actual arrival and any changes in ETA of more than one hour must be advised to agents as they become evident. It is 06.00 on March 10th. The Captain is on the Bridge as the ship, now some thirty miles from the Pilot station, heads 340° (T) off Currituck Beach light. Captain: (To Chief Officer) We should be seeing the Chesapeake Beacon Light soon, Jose. Chief Officer: Yes, Sir. I've marked the extreme range on the chart, although it'll be getting light soon and we may have some difficulty in seeing it at this range. Captain: Yes, true. However, keep a sharp look-out for it, and see if you can identify it on the radar. Later. The Captain is studying the chart after the Chief Officer has plotted a fix of the ship's position. Captain: (To Chief Officer) Warn the Engine Room that I shall require the engines to be ready for manoeuvring in one hour's time. The Chief Officer telephones the Engine Room. Chief Officer: Good morning, Fernando. We are now twenty miles from the outer channel buoy. Please take one hour's notice of `standby'.
The ship proceeds inwards, the Chief Officer telephones the Bosun asking him to come to the Bridge.
The Bosun arrives.
Bosun: Good morning, Sir.
Chief Officer: Good morning, Luis. Take two men now and rig the Pilot ladder on the starboard side. Be sure to have a life buoy with a light attached and a heaving line ready.
Bosun: Yes, Sir. Tell me, when are we due to arrive?
Chief Officer: We should be at the Pilot Station by 08.30, possibly a little before then. There is a long way to go afterwards, so there is no need to have the crew out before the usual time. Bosun: Fine. Shall I call the Pumpman?
Chief Officer: No. Leave him for now. I'll be checking the cargo temperatures after breakfast.
The Bosun leaves, the ship proceeds inwards. (Sometime later).
Chief Officer: I can see the Chesapeake Beacon now, Sir — also the buoy three points to port.
Captain: Good, thank you. Yes, I see them too. Plot the position, please.
The Chief Officer takes bearings of Chesapeake Beacon, Currituck Beach light and the `4A' buoy. He double checks by taking radar ranges, and checks that the buoy is in the correct position. The Captain examines the fix.
Captain: Good. I'll try calling the Pilot Station soon. (Later).
Captain: (On the VHF Radio telephone) Cape Henry Pilot Station, Cape Henry Pilot Station, Cape Henry Pilot Station. This is the Venezuelan Tanker 'MARA' calling you on Channel 16. Do you receive me?
VHF: (Voice) "MARA" this is the Cape Henry Pilot. Receiving you loud and clear, Captain. Go to Channel 12 please.
Captain: Going down to Channel 12, Cape Henry. Cape Henry Pilot Station, this is the `MARA' on Channel 12. How do you receive me?
VHF: (Voice) "MARA" this is Cape Henry Pilot. I have you loud and clear, Captain. What is your ETA at Cape Henry and what is your maximum draught?
Captain: I will be at your station at 08.30 local time. My maximum draught is 11.5 metres. I am now 10 miles south east of the 'CB' buoy. My speed is 14.0 knots. I will have my Pilot ladder rigged on the starboard side.
VHF: (Voice) OK, Captain. We have that. Your ETA Cape Henry is 08.30. Your draught is 11.5 metres and the ladder is on the starboard side. Please tell me if your ETA changes. That's all Captain. We'll be on 16. This is Cape Henry Pilot, Cape Henry Pilot off.
As the ship approaches the port the Captain begins to slow down.
Captain: Half Ahead.
Chief Officer: Half Ahead, Sir. (A little later).
Captain: Slow Ahead, Starboard 5.
These orders are repeated by the Chief Officer and Helmsman, and with a series of such exchanges the Captain manoeuvres the ship to rendezvous with the Pilot cutter. The Pilot boards. He is met by an officer and is conducted to the Bridge.
Pilot: Good morning, Captain.
Captain: Good morning, Pilot. Well I am on slow ahead, steering 310°(T). There is no gyro error and the maximum draught is 11.5 metres.
Pilot- OK, Captain, that's fine. 1'd like to go through a few details with you if I may, please. First, can you show me your ship's manoeuvring data and general particulars.
The Captain produces for the Pilot details of the ship's turning circles and stopping distances; the speed/rpm table, maximum length, breadth and draughts fore and aft. The two then discuss the pilotage, with the Pilot all the while giving helm and engine orders as he manoeuvres the ship towards the Chesapeake Channel.
Advise you stop engines.
I will stop engines. Do not pass ahead/astern of me. Do not pass on my port/starboard side. //Vessel will overtake (............).
Advise you pass ahead/astern of me/vessel..........................
I will pass ahead/astern of you/vessel...................................
Wait for......... to cross ahead of you.
I will wait for to cross ahead of me.
Advise you pass North/South/East/West of vessel/mark.
I will pass North/South/East/West of vessel/mark. Wait for........ to clear (mark/position) before entering fairway/getting I will wait for to clear (mark/position) before entering fairway/getting continued STANDARD MARINE NAVIGATIONAL VOCABULARY continued
Draught and Height What is your draught? My draught is............................................................. What is your draught forward/aft? My draught forward/aft is.......................................... Vessel......................................................................... Vessel........ is of deep draught. Do you have any list? I have a list to port/starboard of degrees. Maximum permitted draught is.................................. What is your freeboard? My freeboard is.......................................................... What is your height? My height is............................................................... Note 1: When necessary it must he specified whether salt or fresh water draught is given. Note 2: Height is the highest point of the vessel's structure above the waterline.
FUNCTIONAL PRACTICE Requesting and giving information.
Notice how the Captain in the dialogue requests information about the arrival of the tanker. 'Tell me, when are we due to arrive?"
There are various ways of obtaining information.
1. Direct question forms using question words. WHEN are we due to arrive? WHAT is our ETA? WHO is on the Bridge?
2. A direct question form preceded by a CLAUSE (usually a polite form). Could you tell me/when we are to arrive? Would you mind telling me/what our arrival time is? Do you know/what time we arrive? etc. 3. Question Tag forms. We're due to arrive at 08.30, aren't we'? The cable has been sent to the agent, hasn't it? 4. Laconic question forms. Draft? (rising inflection) = What's your draft? Visibility? = What is the visibility at Make questions from the prompts given, using (1) direct question forms (2) clause question forms.
How far/from/Pilot station? What/maximum draught? What/ETA? Which side/pilot ladder rigged? What range scale/using? Where/come from? What was/last port of call? Which hospital/he/taken to? When/berth be clear? Who/been taken sick?
Now answer the questions above and add question tags. e.g. Answer. We're thirty miles from the Pilot station, aren't we? SCENE 6
Pilot: Captain, can you please show me how to use the variable range marker on this radar, please? Captain: Yes, Pilot. The brilliance control is this small knob at your lower right here. By turning it clockwise you bring up the strobe, by turning it fully anti-clockwise it is removed from the screen altogether. You vary the range by operating the control at your lower left (points is out) here. Pilot. Is this a 3 or 10 cm. set, Captain?
Captain: This is 10 cm.
Pilot: OK. How do we work the clutter controls?
Captain: The Rain clutter control is here (points to a control knob on upper right hand side) and the Sea clutter - swept gain — is the control immediately under it. The brightness is there (pointing to another control on the bottom left of the set) and here is the control for the range rings.
Pilot: I see. Thank you, Captain. Oh, by the way, is this the Range selector switch here? Captain: Yes, that's it.
Pilot: Fine. A little later on I'd like to change the display from gyro stabilised to a north-up mode Captain. That OK with you?
Captain: Yes, that's all right. Here's the control switch (pointing it out.)
Pilot: Is there any error in the heading marker, Captain?
Captain: No. We checked that out before you embarked, but we can run another check on it now if you like.
Pilot: Yes, please. Captain. The Captain moves to the radar.
Captain: (To Helmsman) What's your heading now?
Helmsman: 353˚, Sir.
Captain: Thank you, and now?
Helmsman. 353',Sir. Captain: OK, that's fine. (To Pilot) No problems, the alignment is perfectly all right.
Pilot: Thank you Captain. What is the print-out on your Depth-meter? Captain: Depthmeter, Pilot?
Pilot Yes, Captain. You know, the sounding machine.
Captain: Oh, I see. You mean the Echo Sounder. Yes over here, Pilot. They both mo   Что делает отдел по эксплуатации и сопровождению ИС? Отвечает за сохранность данных (расписания копирования, копирование и пр.)...  Конфликты в семейной жизни. Как это изменить? Редкий брак и взаимоотношения существуют без конфликтов и напряженности. Через это проходят все...  ЧТО ПРОИСХОДИТ ВО ВЗРОСЛОЙ ЖИЗНИ? Если вы все еще «неправильно» связаны с матерью, вы избегаете отделения и независимого взрослого существования...  Что вызывает тренды на фондовых и товарных рынках Объяснение теории грузового поезда Первые 17 лет моих рыночных исследований сводились к попыткам вычислить, когда этот... Не нашли то, что искали? Воспользуйтесь поиском гугл на сайте:
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