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UNIT 0
A Voyage on the MS Marina
00 01
You are about to set out on a sea voyage on the Marina, a
multi-purpose dry cargo ship of 12,000 DWT. During the
voyage you will learn about life and work at sea, about the
maritime field as a whole and most important of all you will
learn maritime English. So welcome on board and join us for
an adventure at sea!
The Marina
00 02
The Marina is a multi-purpose dry cargo vessel of 12,000
DWT. She carries general cargo e.g. metal in coils, and bulk
cargo such as grain, coal, ore, fertilizers, timber and 20and
40containers. She has her own cranes and derricks for
loading and unloading the cargo. She was built in 1992 at
the Wrtsil Shipyard.
Length: 137 meters
Breadth: 22 meters
Draught: 7.5 meters
Speed in full load: 17 knots
The Route
00 03
We are going to follow the Marina on its voyage from the
Port of Santander in Spain to the Port of Kotka in Finland on
the Gulf of Finland. The voyage will introduce us to many of
the aspects of maritime work and life.
Captain James and His Crew
They are going to guide you through the ups and downs of a
journey on board a modern merchant vessel.
Let us hear what they have to tell us about themselves.
00 04
Hello, Im Captain Andrew James, the Master on the Marina.
Im very pleased you can join us on our voyage from the
Port of Santander in Spain to the Port of Kotka on the
southern coast of Finland. I live in Weymouth, which is a
small town on the south coast of England. My family
includes my wife Emma, and two children, my son Fred,
aged 15 and my daughter Marlene who is now 9 years old.
We live in a house with a large garden and a view of the
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
go sailing during the summer. I like reading Im especially
keen on historical biographies and I like playing chess
during my free time.
The Chief Mate John Andersen
Born in Copenhagen; Denmark. Single. Lives in
Copenhagen. Hobbies: sailing, music, especially jazz,
cooking.
00 06
Hello! I live in Copenhagen the wonderful capital of
Denmark; friendly old Queen of the Sea. I love my
Copenhagen with its colorful downtown centre, its rich
cultural life, cosy restaurants and hectic night life. I am
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UNIT 1
In Port
McPhee. Im 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
12 OCLOCK IN THE PORT OF SANTANDER
up the gangway to the MS Marina, a multi-purpose dry
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
01 04
lorries are rushing back and forth, delivering goods in
containers, crates and bales. Stevedores are moving cargo
Captain James is working on the bridge.
01 05
in and out of the warehouses. Crane drivers are operating
the quayside cranes and ships derricks, which are lifting the
The crane driver is operating the crane.
01 06
heavy cargo, loading and unloading the ships. On board the
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.
01 07
deck. The deckhands must also lash the cargo so that it will
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.
01 09
The Simple Present is used to describe routines, what
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, Im Tom
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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.
02 05
as wharves, quays, docks, storage areas and warehouses,
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
Ships Chandlers, Marine Engineering Companies,
unloaded using a conveyor, grabber or bucket. The bulk is
Companies for Marine Equipment and Ships 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.
02 06
Elegant, picturesque Santander, situated in the region of
During the last few years vehicle handling shows the
Cantabria, is typical of North Spain. The city lies in a
greatest increase in Santander: 36% in 2003.This is
beautiful setting, backed by open countryside and dramatic
important for the ports image, as shipment of motor
mountains. A very good road network connects Santander
vehicles requires excellent standards of logistics operators,
to the whole of Spain, Portugal and the South of France. A
as well as port facilities and shipping lines.
bustling regional capital and a popular holiday resort,
The port has invested in and is continually making new
Santander offers excellent beaches, splendid viewpoints,
investments in specialized handling installations for all the
museums, galleries and a lively market.
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
prevent the grain and other bulk cargoes from shifting.
During the last few decades shipping has seen a great deal
th
The container ship
of change. Until the 20 century the most important cargo
It was in the 1960s that the first container ship was built and
ship was the break-bulk carrier, sometimes called the
since then she has revolutionized shipping. A container ship
general cargo ship or freighter. The cargo holds on these
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 ships
discharge by means of large quay-side cranes called
portainers or gantry cranes. The cranes lift the containers off
derricks that lifted the cargo through the hatches and stored
it into the holds. Cargo could also be secured by lashing and
or onto the quay or trucks and off or onto the ships 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
matter of hours. Today container ships are seen in ports all
Today modern commercial vessels are highly specialized,
over the world and are gradually replacing the general cargo
designed to carry specific types of cargo. The names of the
ships.
ships tell us what type of cargo they are designed to carry.
Seen from a distance the container ship has a very
The bulk carrier carries bulk cargo, loose cargo, either dry
bulk such as coal, grain, iron ore, fertilizers or liquid bulk
characteristic flat silhouette. The small superstructure with
the navigating bridge is at the stern of the ship and the
such as a range of chemicals including petroleum products.
many containers are stacked fore of the bridge along the
Bulk carriers have huge under-deck specialized holds where
whole length of the vessel.
the bulk products are poured and stored. Bulk carriers come
The reefer
in different sizes, from the so-called handy size bulk
The Refrigerated Cargo Carrying Vessels, reefers, are built
carriers of about 25 000 DWT to very large carriers of up to
to carry fruit, meat, vegetables and other refrigerated food
200 000 DWT.
The multi-purpose carrier
products that require refrigerating equipment to stay fresh
during a sea voyage. The cargo can be stowed on pallets in
The MS Marina, the ship in our story, is a type of multipurpose dry cargo carrier. Multi-Purpose Carriers transport
the refrigerated holds. Some reefers carry reefer containers.
Perhaps the most famous of these types of vessels are the
different kinds of cargo: break-bulk and/or pure bulk cargoes
and/or containers, even reefer containers for frozen meats
banana carriers, trading between the Caribbean and
Europe.
or fruit. Many of these carriers are so- called geared
The RORO vessel
vessels, they are equipped with their own cargo cranes for
loading and discharging. Hatch openings are designed to fit
Another special cargo vessel is known as the RORO, which
means a roll-on, roll-off vessel. The RORO ships have huge
standard container sizes. Removable between decks or
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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 vessels 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 ships
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 operators 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.
Container damage: Segregation, Infestation
Down on the quay the stevedores are getting ready to load
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, Im 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 Mates 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.
Humidity, Condensation, Sweating
- OK, are the cranes operational?
- 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. Thats 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
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The ramp was placed behind the bow visor. Thus, as you
can see in the drawing above, the ramp was longer than the
available height of the deck. There was only one reason for
such a long ramp. Namely, the bulbous bow had become so
long that the ramp needed to be extended to reach the quay
edge.
While operating on the Baltic Sea on the 28th of September
1994, at about 0115 hrs, the visor separated from the bow
and tilted over the stern. The ramp was pulled fully open,
allowing vast amounts of water to enter the car deck.
Consequently, the ship listed heavily to the starboard side.
Many of the passengers were trapped in their cabins, with
no chance to get out in time. A few minutes later, all four
main engines stopped and the list increased as the water
started to enter the accommodation area.
Flooding of the ferry continued so fast that the starboard
side submerged ten minutes later. The ship was sinking
rapidly and disappeared from the radar screen at about
01.50hrs.
The alleged cause of water coming into the car deck
resulting in the Estonia catastrophe was the poor
construction and bad maintenance of the visor and bow
ramp, together with too high operating speed. However,
there were some other theories presented. According to one
of them, the problem was that the bow visor was placed in
such a position that it could not be seen from the bridge.
The bridge crew would have probably reacted if they had
been able to observe the visor.
Another theory is based on the fact that the Estonia had not
met the requirement of having an extra collision bulkhead,
which should have been placed at more than 5% of the
ships length from the forward perpendicular. This would
have definitely increased her chances of surviving the loss
of the visor. If the collision bulkhead had
been there, it would have prevented water from entering the
car deck.
So the attempts to build vessels strong enough to restrain
the sea have once again been conquered by the forces of
the nature.
INDUSTRIAL SHIPS
Industrial ships are designed to carry out industrial
processes at sea, like drawing out raw materials and food
resources from waters. The activities that take place aboard
these ships include extracting oil and mineral salts, or
catching and processing fish and crustaceans like crabs,
shrimps and lobsters. Thus, if we consider the function the
ships perform, we can clearly distinguish between the
extractive and processing
ships. The first type includes trawlers and seiners A trawler
is the most popular vessel among fishing ships. Its name
comes from the name of the activity, trawling, which means
catching fish by dragging a fishing net along the sea bed.
The trawl can be launched either over the ship side or over
the stern.
Spain and Norway have been taking the lead with respect to
the number, size and the variety of trawlers built.
Non-trawling vessels can range from simple crafts which
deploy a net, to fishing vessels that first lay out nets, even
for a distance of a few kilometers , and then wait for the
shoal of fish to swim into it The typical representatives are
seiners, tuna clippers and crab boats.
A seiner makes use of a special kind of net called a seine
net in the following way: the net hangs vertically in water. Its
top edge floats and its bottom is weighted and equipped
with a rope. When a shoal of fish swims into the net, the
rope tightens and closes around it.
Processing ships receive fish or other sea goods from
extractive ships, process them into products, and bring them
to ports. They must be fitted with special machines for
processing, canning and storing.
TANKERS
Tankers are vessels designed for carrying any liquid cargo
such as petroleum and products derived from it, liquefied
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Crude oil tankers are the largest of all cargo ships. Their
capacity has risen right up to 500,000 tons and,
consequently, their large draught limits their sailing routes.
There are only a few ports that supertankers can enter and
thus they are mostly loaded and unloaded from off-shore
pumping stations. The liquefied cargo is loaded by means of
pipes from shore facilities and through flexible pipelines
mounted on the jetty.
A further step in the development of the oil industry is the
Floating, Production, Storage and Offloading vessel
(FPSO), designed for off-shore purposes.
When a large vessel like a crude oil tanker is damaged by
collision or grounding, vast amounts of oil may leak out
straight into the sea. This explains the strict requirement for
them to have a double hull.
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10
UNIT 4
The Ship
04 21
04 01
On the 2nd deck we find the accommodation or living
quarters for the crew
Let us now make a tour of the Marina and learn the words
04 22
for the different parts of a ship. Let us start at the bow and
including engineers and electricians.
go aft.
04 23
04 02
On the 3rd deck is the accommodation for the officers - on
Going aft we will find the following superstructures. First is
the starboard side the First Officers cabin and office;
the forecastle head or forecastle deck
04 24
04 03
on the port side living quarters for the Second and Third
and on it the windlass for the anchor.
04 04
Mate.
04 25
On the Marina it consists of two combined anchor
Amidships on the 3rd deck is the Conference Room
mooring winches.
04 26
04 05
and the Ships Office.
Aft of the forecastle the main deck stretches along the whole
04 27
length of the ship.
04 06
On the 4th deck are the Captains day room and bedroom
04 28
On the main deck are her three huge hydraulically driven
and aft of these on the starboard side the Chief Officers
cargo cranes with a lifting capacity of 37 tons - the Marina is
cabin and office.
a so called geared vessel, i.e. she has her own cranes for
04 29
loading and unloading the cargo.
04 07
On the port side is the cabin for the Ships owner.
04 30
On the open main deck, also called the weather deck, we
On top is the navigation bridge (in the past often called the
find large hatch covers over the hatches that lead down to
the cargo holds below.
Wheel House).
04 31
04 08
A modern navigation bridge is an integrated work space
The Marina has MacGregor fold-tight hatch covers with six
which includes workstations for navigating and conning the
panels per hatch end. The hatch panels are folded open
ship, a Chart Desk and a Communication Workstation
when cargo is loaded into the huge holds. The length of the
(earlier called the Radio Room). On the side are the so
panel pairs usually corresponds to the length of the
called Bridge Wings to improve visibility from the bridge.
containers stored on the weather deck and in the hold. On
04 32
the Marina the hatch covers can be partly opened and cargo
On top of the navigation bridge is the main mast
lifted away for individual panels. It is important that the hatch
04 33
covers are closed tightly - they are sealed. The sealing
with the radio antennas,
systems of the hatch covers must be reliable so that the
04 34
covers are weather tight and resist water, corrosion and
navigational and signal lights and radar scanners.
drastic changes in temperature.
04 35
04 09
Aft of the main mast are the funnels
Below the weather deck are the cargo holds.
04 36
04 10
and aft of these is the poop deck.
On the Marina there are five holds that can load a wide
04 37
range of dry cargoes. The holds can be used both for
On the poop deck there is a second set of mooring winches.
carrying bulk cargo like grain or fertilizers or to stow
The engine room on the Marina is at the stern of the ship
containers. Strong bulkheads separate the holds from each
other.
below the main deck aft of the cargo holds.
04 38
04 11
The whole body of the ship is called the hull.
In addition to this, the holds on the Marina have removable
04 39
between decks (often called twee decks) with their own
The outer surface is called the plating. On the Marina the
hatches and twee deck hatch covers.
04 12
hull is made of steel. It is strengthened to meet Lloyds
Register ice class 1A requirements. This is necessary, as
This increases the maximum number of cargo holds to ten.
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.
04 40
Marina the superstructure lies towards the stern of the ship.
04 14
Stairs on a ship are often called ladders.
04 41
The superstructure is built up in a number of decks.
04 15
Rooms (space) on a ship are often called compartments.
04 42
On the 1st deck there are the dining rooms for the crew and
The compartments are separated by watertight bulkheads.
the officers called the mess
04 16
The Marina makes a speed of 17 knots. She carries a crew
and the ships 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
Study these sentences:
Other recreation space for the crew includes a sauna
04 20
There are ropes at the bow and at the stern.
and a gym.
There are ropes fore and aft.
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12
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 dont think we have met before.
tug towing line on starboard quarter!
Im 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.
05 07
- Thank you. I understand you are ready to leave port.
- Yes, weve 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
Ill 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 Id 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!
05 08
on bridge control.
- 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, lets 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.
05 09
- Ok, fine. One or two more things. Do you have a
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-aSantander 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.
05 10
- Yes, indeed we are.
- 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?
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UNIT 6
In the Fairway
06 01
Marina:
Santander Vessel Traffic Service. This is Marina,
Marina, Marina. On Channel 12. Over.
VTS: Marina, Santander Vessel Traffic Service.
Channel 12. Over.
Marina:
Santander Vessel Traffic Service. This is Marina. I
am underway. My destination is Kotka in Finland.
My cargo is bulk grain. My ETA at pilot station is
1300 local time. My draught forward is 6.5 metres
and my draught aft is 7.2 meters. I have a list to
port of 2 degrees. Over.
06 02
VTS:
Marina, Santander Vessel Traffic Service.
Understood. INFORMATION: Diana will turn ahead
of you at Buoy No 7. INSTRUCTION: You must
wait for the Diana to clear the buoy before entering
the main fairway.
Marina:
Santander VTS, Marina. Understood. I am
proceeding at reduced speed. I will wait for Diana
to clear Buoy No 7 before entering the main
fairway.
06 03
After a while the Marina gets the go ahead from the Vessel
Traffic Service to enter the fairway. She is proceeding along
the main fairway, steering a course of 236 when su ddenly
the following message is heard on the VTS radio channel.
VTS:
06 04
While the Marina is getting well underway in the fairway, a
vessel ahead of her, the Seagull, has run into trouble. The
following radio communication is heard on Channel 16:
Seagull:
Pan-Pan, Pan-Pan, Pan-Pan.
This is Seagull, Seagull, Seagull.
My position is 180 one cable from Light Buoy No
4. Our vessel is
not under command. I need immediate tug
assistance.
Over.
06 05
Rescue Centre:
Pan-Pan.
Seagull.
This is Rescue Centre Santander.
Received Pan-Pan.
We are sending tugs to you. Towing assistance will
reach you in 20
minutes.
QUESTION: Are you carrying dangerous cargo?
Over.
Rescue Centre Santander.
This is Seagull. Engines are not working. Our
vessel is not under
command. We are carrying flammable cargo.
Over.
06 06
After a little while the Rescue Centre sends the following
message on channel 16.
06 07
And on the VTS channel the Marina receives the following
message:
Santander VTS:
Marina.
Santander VTS.
Santander VTS.
Marina.
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The Marina is now free to head for the open sea and the
Bay of Biscay. The pilot leaves the ship. Bon voyage! he
TheIALASystemofBuoyage
The IALA (International Association of Lighthouse
Authorities) System of Buoyage applies to all fixed and
floating marks in the fairways, except lighthouses, sector
lights, leading lights and leading marks, light vessels and
Lanbys. The standard buoy shapes are cylindrical (can),
conical, spherical, pillar and spar.
CardinalMarks
In the IALA Buoyage System Cardinal Marks are divided
into four groups, corresponding to the four points of the
compass. They are the North Cardinal Mark, the East
Cardinal Mark, the South Cardinal Mark and the West
Cardinal Mark. The name indicates on which side of the
mark a vessel should pass. The colors used are black and
yellow. The marks are equipped with light reflectors in
different combinations of blue and yellow. The Cardinal
marks may or may not be equipped with lights and top
marks (black cones).
E.g. The North Mark is black over yellow in colors. It should
be passed on the north side. Top marks are two black
cones, one above the other and with points upwards.
The North Mark has two light reflectors blue over yellow.
When a light is fitted it is white in color and gives a very
quick flash or a quick flash.
LateralMarks
Lateral Marks are divided into Starboard Marks and Port
Marks corresponding to the main direction of the fairway.
Consequently when proceeding in the main direction of the
fairway, The Starboard Mark should be on the starboard
side and The Port Mark on the port side of the vessel.
Light Range
In the List of Lights the light range in nautical miles is noted
as a nominal range. It is
the range of light at night when the visibility is 10 nautical
miles.
Light Character
Lighthouses and light buoys are equipped with many
different light characters.
Fixed light
Continuous, constant light.
Occulting light
Total duration of light is longer than total duration of
darkness. Occulting light can be of different kinds: Singleocculting light, Group occulting and Composite groupocculting.
Isophase light
The duration of light and darkness is equal.
Flashing light
The total duration of light is shorter than the total duration of
darkness. The flashing light can be of many different kinds
and combinations: Single-flashing, Group flashing,
Composite group flashing and Long-flashing light.
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Heavy Weather
07 01
The Marina is underway in the Bay of Biscay. It is about
seven a.m. on Sunday morning and John Andersen is
standing the four to eight watch. The weather forecast the
previous evening has told of low pressure forming in the
western Atlantic.
UNIT 7
stability. If the centre of gravity is raised too much, the
vessel will become unstable. As a result, less tilt is needed
to capsize the vessel. Removing weight from below the
centre of gravity also decreases stability.
When the Marina was loaded, the Chief Mate was careful to
see that the loading did not decrease the stability of the
Marina. If much of the cargo weight is at the bottom of the
holds, the centre of gravity is low, and the ship is said to be
stiff. The breaking waves then strike the ships hull with
force and in some cases the hull might even be damaged.
On the other hand, if too much cargo has been placed in the
tween decks or on the decks, the centre of gravity is high.
This makes the ship tender, and she will roll freely and
rapidly. Cargo might shift and the ship might start listing.
She may then be unable to recover from a roll and capsize.
07 05
Both wind and sea are now abaft the starboard beam of the
Marina, which is rolling heavily in the high seas.
...
...
07 07
(Ruido de vietno)
Captain: Dead slow ahead.
Chief Officer: Dead slow ahead.
Captain: Is she answering the wheel?
Chief Officer: Yes, she is.
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Mayday, Mayday
08 01
The Marina has weathered the storm and the situation
seems to be under control. But not everybody has been so
lucky. Suddenly the radio comes alive. The DSC starts
sounding and the following distress acknowledgement can
be read on the Marinas
receiver:
UNIT 8
SPEED: 18 KNOTS
ETA: 1130 UTC
OVER.
ALL SHIPS
002275000
DISTRESS
250137000
FIRE EXPLOSION
47 34 N 004 33 W
1032 UTC
08 02
Soon after the following message from the vessel in distress
is heard on channel 16:
MAYDAY
THIS IS
250137000
OCEAN KING
CALL SIGN SIERRA OSCAR ZULU ZULU
POSITION: 47 34.4 NORTH 004 32.9 WEST
EXPLOSION ON BOARD. HEAVY LEAKAGE.
LISTING
REQUIRE IMMEDIATE ASSISTANCE
OVER
06 03
Almost immediately there is an acknowledgement by the
Maritime Rescue Coordination Centre (MRCC) followed by
radio messages from nearby ships:
MAYDAY
OCEAN KING OCEAN KING OCEAN KING
THIS IS RESCUE CENTRE TEL
RESCUE CENTRE TEL RESCUE CENTRE TEL
RECEIVED MAYDAY
OVER
Then comes the first answer from a ship in the vicinity
answered by the vessel in distress:
08 04
MAYDAY
OCEAN KING OCEAN KING OCEAN KING.
SIERRA OSCAR ZULU ZULU
THIS IS UTOPIA UTOPIA UTOPIA
CALL SIGN: KILO LIMA OSCAR ALPHA.
RECEIVED MAYDAY.
MAYDAY
OCEAN KING
THIS IS UTOPIA
MY POSITION
LATITUDE: 47 28.1' NORTH
LONGITUDE: 004 08.5' WEST
SPEED: 18 KNOTS
ETA: 1130 UTC
OVER.
08 05
MAYDAY
UTOPIA. THIS IS OCEAN KING.
UNDERSTOOD.
POSITION: TIME: 1032 UTC
LATITUDE: 47 28.1' NORTH
LONGITUDE: 004 08.5' WEST
- Do you remember the Viking Princess last year, John?
Captain James asks.
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19
- This was when you were on sick leave Timo, says John. It
was last year that we received a mayday message from The
Viking Princess in the English Channel. She was a very
small vessel and had engine trouble. When the Marina
arrived she was sinking.
08 10
- Captain James first went to windward of the Viking
Princess and lay with the wind on the weather bow. I had a
lifeboat lowered on the leeside; we took her to the Viking
Princess and managed to take on the distressed crew.
- I remember the sea was quite rough, it was cold and the
poor chaps from the Viking Princess were rather shaken up.
- Boy, were they grateful when we arrived in time!
- Yes, you were quite the hero there, werent you John,
teases Captain James.
IMPORTANT STRUCTURES
Now let's see how a mayday message is built up on channel
16 after a Distress Call by DSC:
- Mayday
- This is...
- Ships MMSI number, 9 digits
- Ship's name and call sign (once)
- Position: Latitude, Longitude
- What is wrong
- Over
A) A distress message
MAYDAY
THIS IS + Name, call sign or other identification of the
vessel in distress 3 x
POSITION : Latitude, longitude or bearing to known
geographical position
NATURE OF THE DISTRESS
THE KIND OF ASSISTANCE REQUIRED
ANY OTHER INFORMATION THAT MIGHT FACILITATE
RESCUE
OVER
B) Acknowledgement by radio telephone
MAYDAY
Name, call sign or other identification of vessel in distress 3
x THIS IS + name, call sign or other identification of
answering vessel / station 3 x
RECEIVED MAYDAY
C) Assistance information message
MAYDAY
Name, call sign or other identification of the vessel in
distress THIS IS + name, call sign or other identification of
assisting vessel POSITION of assisting vessel SPEED of
assisting vessel ETA of assisting vessel
OVER
Lets have a closer look at how a mayday message is built
up (on channel 16 after a DSC Call has been made).
MAYDAY
THIS IS
250137000
OCEAN KING
CALL SIGN SIERRA OSCAR ZULU ZULU
POSITION: 47 34.4 NORTH 004 32.9 WEST
EXPLOSION ON BOARD. HEAVY LEAKAGE.
LISTING
REQUIRE IMMEDIATE ASSISTANCE
OVER
And now lets study the answer to a distress message:
MAYDAY
OCEAN KING, OCEAN KING, OCEAN KING
250137000
SIERRA OSCAR ZULU ZULU
THIS IS UTOPIA UTOPIA UTOPIA
CALL SIGN: KILO LIMA OSCAR ALPHA
RECEIVED MAYDAY
MAYDAY
OCEAN KING
THIS IS UTOPIA
MY POSITION
LATITUDE: 47 28.1' NORTH
LONGITUDE: 004 08.5' WEST
SPEED: 18 [ONE-EIGHT] KNOTS
ETA: 1130 [ONE-ONE-THREE-ZERO] UTC
OVER
The answer to a distress message consists of two parts: a)
acknowledgement b) assistance information message.
08 11
I remember once some 10 years ago when I was working on
a cargo vessel carrying sand.
We were carrying a cargo of nearly 6,000 tonsof sand when
the vessel encountered a heavy storm with wind gust up to
60 knots and seas of a height of 25 to 30 ft. The ship's
speed was about 11 knots and she was almost beam on to
the wind and was rolling up to 35 to 40. Suddenly she took
a few heavy rolls of more than 40/50. the sand in the bags
was squeezed, and the cargo shifted in lower hold as well
as in the between decks about 6 feet to the port side. This
made the ship [list to port] 10 to 15
The bridge have orders [to reduce speed] and the ship
heaved to wind. The English Coastguard was alert and I,
along with the deck crew, inspected N4 hold, with was
closet to the accommodation. We managed to correct the
list [by ballasting] the starboard topside tanks, and we then
resumed our voyage at full speed with a list of 4 degreed to
port. there was no injury to the crew and no damage to the
cargo, and we later arrived safety in port. But it is a voyage
I'll never forget.
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20
UNIT 9
Plan, the Dangerous Goods Stowage Plan, the Loading and
Discharging plan.
There are quite a number of documents concerning the
ships safety and security, certificates issued by
Classification Societies and other Maritime Authorities. They
are all granted by the ships Flag State. This bureaucracy is
It is high time we took a closer look at the Marinas 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 CHIEF OFFICER / THE CHIEF MATE DUTIES
The crew on a ship is divided into three departments:
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 Stewards Department
in all matters related to the Deck department. I am also the
Captains 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 Masters death or inability to
We find the Master of the ship, Captain Andrew James on
command the ship.
09 05
the bridge.
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 Captains or
ship is at sea. Navigating the ship is the primary
Masters 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. Ill
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 FIRST OFFICER
The Master of a ship is not actually a crew member. But I
Fire-fighting drills and boat drills
have to supervise the work of any other officer or crew
09 06
member on board. I direct or oversee crew members who
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 ships 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.
09 07
to maintain a good morale, team spirit and atmosphere on
THE SECOND OFFICER
board.
09 03
The Second Officer or Second Mate is, traditionally, the
Coordination
ships 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 ships
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
routes to ports of call including the Sailing Directions, Coast
maintain the Ships Log and the records of the ships
movements. Then there are the Ships 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
or leaving port. Finally, I plot the voyage track and work out
and the documents dealing with loading and unloading of
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
ON THE WATCH
THE CREW AND ITS TASKS
The Marina is now well on the way towards the Port of
Antwerp in Belgium, which is her first port of call on the
route.
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09 11
Today various specialists make up the staff working in the
Engine Department. But the Marine Engineer or Chief
Electrician still has to be a jack of all trades. It is the
Engineer or Electrician in charge that has to know all about
the mechanical and electrical engineering on board. He has
got to have the know-how to service the
engines and keep them running in good condition; when the
ship is at sea, any breakdown in the power system,
machinery, piping, or steel structure will have to be repaired
as best as can be done without any help from outside.
A total blackout or propulsion problems can be extremely
dangerous for the vessel and its crew. If the ship starts
drifting in a strong wind, it may lead to listing and in the
worst case cause the ship to capsize. No wonder the Engine
room has been called the heart of the ship.
For a more detailed description of the work in the Engine
Department, different types of engines, engine function,
engine parts etc., go to the Advance level.
THE CATERING DEPARTMENT
CHIEF STEWARD / COOK
09 12
I am responsible for the overall efficiency of the Catering
Department. It is my job to see that the crew is well fed, get
a healthy diet and do not have to go hungry for long.
I buy and control the food supplies and provisions on board
in consultation with the Master. The sea usually gives a man
a healthy appetite and the crew on board the Marina are no
exception. Planning a healthy diet for the crew, deciding on
the menus and supervising meals, are some of my duties.
As on so many newer ships my job as Chief Steward on the
Marina is combined with the job of Chief Cook. This is no
problem for me, as I was Chief Cook on a passenger ferry
for a number of years.
As Chief Cook I direct the preparation of meals with their
various dishes. I do a great deal of the cooking myself, as I
enjoy it very much. Assistant Cook prepares the raw
ingredients for cooking and he does most of the cooking of
hot meals.
09 13
The main meal includes three courses a starter, a main
course and a dessert. The Baker does all the baking on
board - an important task, as freshly baked bread makes all
the difference.
The Officers take their meals in the Dining Saloon and are
served at the table by a waiter. One of my tasks is to irect
the serving of meals. I also see to it that the galley, the
mess and the living spaces on board are kept clean and
tidy. This task is carried out by the messmates.
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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 resund, 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.
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23
UNIT 11
Survival in an emergency
11 01
WHEN YOU HEAR AN EMERGENCY SIGNAL
On board the Marina, like on most merchant vessels, there
Go to your station.
are clear instructions for the crew on how to act during an
If possible, collect warm clothes, waterproof clothing and a
emergency. Every crew member has their own specific
lifejacket from their stowage.
duties, and when the alarm goes everyone immediately
Have a good drink of water.
rushes to their station to carry out their tasks. All the rescue
equipment on board has to fulfil the rules and regulations
IF YOU HAVE TO ABANDON SHIP
given in the SOLAS, The Convention for Safety of Life at
Put on waterproof clothes, rescue suits and lifejacket.
Sea.
Assist in loading extra water, provisions (not protein food)
and blankets.
Let us follow a boat drill on board the MS Marina.
Release lifeboat or cut life-raft painter.
Secure painters, launch lifeboats/rafts and board safe if
The following is heard on the loudspeaker
possible.
This is your Captain speaking. All officers report to the
Assist clearing the ships side and danger area, stream the
bridge. All crew members to assembly stations!
sea anchor.
Leave the engine-room, the superstructure and your cabins
Avoid unnecessary swimming if you have to enter the water.
immediately!
11 06
Take lifejackets and emergency equipment with you
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 liferafts
EVACUATION AND ROLL CALL
in open lifeboats, erect canopy. Keep as warm and dry as
11 02
possible.
follow the instructions in the survival equipment.
A: Evacuate all decks, rooms and spaces and report!
B: All decks, rooms and spaces evacuated.
POST COMMAND
A: Assembly station 1. This is Bridge. Report on number of
The senior fit survivor must take command and decide on:
crew at assembly station!
the distribution of survivors (full rafts in cold climates, as
B: Bridge. This is Assembly station 1. Number of crew
few as possible in hot
members at station is not yet complete.
climates)
A: Assembly station 1. This is Bridge. Search for missing
a congregation of rafts and boats to make a better target
crew members and report.
for air search
B: Bridge. Assembly station 1. Missing crew member
navigation
recovered.
fair rationing of food supplies
ABANDONING VESSEL
distribution of duties, lookouts and routine
11 07
11 03
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.
11 08
Assist helpless people.
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 lets 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:
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24
then distribute not less than one pint per person per day
and be prepared to catch any rain water
do not drink any sea water or alcohol. Injured people need
extra water.
unless there is a plenty of water, only eat carbohydrates
such as sweets, glucose, etc.
do not eat protein, it will dehydrate you; cigarettes also
dehydrate you so do not nsmoke.
IN COLD CLIMATES
Remember to:
protect face, ears and hands from frostbite, keep each
other warm, watch another
for white patches. Do not massage frostbite.
keep feet as dry as possible. Move the fingers and toes,
move at ankles and
knees.
keep the blood circulating.
put feet up for at least five minutes every hour.
keep weather cover closed except for small opening to
ensure ventilation.
Extra text:
FIGHTING FIRE ON BOARD
Of all the disasters that can happen to a vessel at sea, fire is
one of the most devastating. Marine fire incidents are very
destructive and have been responsible for the loss of many
lives. Ship fires are second only to shipwrecks when
calculating casualties and total loss.
It can often be a single careless act that endangers the lives
of all the crew. That is why every member of the crew has a
part to play in preventing fires. This applies not only to firefighting methods. There are a number of precautions crew
members can take on a day-to-day basis to make the ship a
safer place and prevent the break-out of fires. The main
danger spots are machinery, galleys, accommodation and
cargo spaces.
What can we do to make the ship a safer place?
Careless smoking is a common cause of fires on ships.
Always put out cigarettes completely. Smoking and nonsmoking areas must be clearly defined. Comply with nosmoking signs. No one should be allowed to smoke e.g. in a
ships hold or the engine-room.
Cleanliness is important in all parts of the ship. Do not
allow flammable waste to pile up or accumulate. This is a
special risk in the engine room, where heated parts of the
engine may give off sparks igniting surrounding materials
11 09
FOURTH PRIORITY: FOOD
You dont need food for long periods so:
and where dirt, grease, rags and cotton waste might easily
self-ignite, if they come in contact with each other.
Keep oil away from hot surfaces which might ignite it
check that all feed pipes and joints are in good condition. Be
careful when pumping oil to ready- use tanks - avoid
spillage or overflow which could lead to fire.
All electrical equipment from light bulbs to radiators and
heaters produce heat, which may cause fire without the
need for a spark. Switch off electrical equipment when not in
use, whenever possible. Be particularly careful in galleys
and cargo
holds. Do not allow light clusters or single lights to be buried
in the cargo always check after loading.
Always keep fire doors closed to restrict the spread of
flames and smoke.
Education is, as always, the greatest aid to safety. During
fire drills on board everyone must learn where fire-fighting
equipment and lifesaving appliances are kept and how they
work.
Station bills. Each vessel should have a Fire Duty Station
Bill posted in a visible place and every crew member should
be clear about his role and duties in a fire emergency.
Equipment
The current practice is to arrange special fire fighting
courses, during which crewmembers are taught different
kinds of extinguishing agents and fire-fighting methods and
the use of various fire extinguishers such as water,
sprinklers, the use of foam, CO2 gas, powder and fire
smothering blankets. The students are trained in using
fireaxes, fire hoses and nozzles. Smoke and toxic
substances in the air make it necessary to use breathing
apparatus. Gas and dust masks, protective clothing like fire
protection suits, helmets, goggles, gloves, footwear and fireproof lifelines facilitate the work of fire-fighters, but much of
the equipment requires that the wearer has received
thorough training in its use.
Needless to say it is vitally important to make sure that all
fire fighting equipment on board measures up to SOLAS
standards. Fire mains should not be leaking, hydrants
should not fail to supply pressurised water to the fire pumps,
including the emergency pump systems, which must be
operable under all conditions, hoses, sprinklers and
breathing apparatus must be in good condition.
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25
UNIT 12
Helicopter Rescue
Over.
12 06
12 01
Rescue Centre Helsinki.
The Marina has unloaded its cargo in the port of Gdynia,
Marina.
and is now in the Gulf of Finland passing south of Hanko
Our course is 090, speed 15 knots. Southwesterly wi nd 8
well on her way towards her destination, the port of Kotka.
m/s, visibility 3 miles.
Suddenly Captain James receives some alarming
Over.
information from the engine room. Peter Green, one of the
motormen, has injured his leg badly and needs immediate
Rescue Centre Helsinki asks the Marina to stand by on
medical attention. The patient needs helicopter assistance
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
being prepared for hoisting.
by DSC. He sends the message directly to the MRSC
(Maritime Rescue Sub Centre) Helsinki, MMSI
Peter Green, the injured man, has been given first aid and a
life-jacket has been put on. He is given pain-relievers, and
number 002302000, as the vessel is within its area.
information about his medication is tagged on to his person.
Format: SELECTIVE
As Peter is in foreign waters, his seamans book is also sent
Party ID: 002302000
along with him.
12 07
Category: URGENCY
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
briefed, and know exactly what to do, and that all
Format: SELECTIVE
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 rotorblades. The air will be white with spray; and it will even be
Work Channel: 14
difficult to stand upright.
Transmitted: Ch 70
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.
12 08
Mike Whiskey Yankee Alpha 3
Position: Latitude 59 40North
Marina.
Longitude 024 00East
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.
12 09
Rescue Centre Helsinki.
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 40North
are secured so as not to blow away during the lift. The
Longitude 024 00East
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.
12 10
Understood.
The operation has been carried out successfully. The rescue man is
Helicopter ETA is 30 minutes.
hoisted, and the helicopter rushes to the nearest hospital, where
What is your course and speed and what are the weather
Peter will be given medical treatment. On board the Marina there is
conditions in area?
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26
a feeling of relief and the vessel continues on its voyage under the
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En color azul texto disponible en formato audio mp3.
27
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En color azul texto disponible en formato audio mp3.
28
buzon4061@hotmail.com
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En color azul texto disponible en formato audio mp3.