mareng 01

MarEng

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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 20´and
40´containers. She has her own cranes and derricks for
loading and unloading the cargo. She was built in 1992 at
the Wärtsilä 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, I’m Captain Andrew James, the Master on the Marina.
I’m 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 – I’m 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

single but I have a large circle of friends. We often meet, go
out for a night on the town or go sailing together in the
summer. I play the saxophone and belong to a group that
has regular jamming sessions. During my years at sea I’ve
visited many different cultures. I enjoy cooking and am very
much into Asian food - Indian, Thai and Chinese cooking. I
like inviting a few friends over for dinner. I’m happy with my
single life at present but in the future I want to settle down
with the right girl and have a family.

00 07

The First Mate Friedrich Erdmann

Hello! My name is Friedrich Erdmann and I’m the First Mate
on the MS Marina. I was born in Stralsund on the island of
Rügen. My family have been sailors for generations, so it
was an easy choice for me to start my nautical studies and
go to sea. I have worked on many kinds of vessels, like oil
tankers, Ro-Ro vessels, reefers and now on the Marina, a
multi-purpose dry cargo vessel. I am 35 years old and have
a wife and two children. I enjoy working on the Marina as
her route takes her to the Baltic Sea, which is home for me.
The Baltic may not be one of the great oceans but its waters
can be quite tricky both in summer and winter and require a
great deal of seamanship.

The Chief Engineer Tom McPhee
Born in Aberdeen Scotland. Family: wife Anne and a son Ian
aged 6. Hobbies: mountain trekking, riding, cabinet–making.

00 08

Hello, I’m Tom McPhee. I’m a true Scot; I like my whisky,
Scottish dancing, and the traditional game of tossing the
caber, at which I was a champion once. It’s no game for
ninnies, the pole weighs 100 kg. But then I’m 6 ft tall. They
say that Scots are good at engineering and I chose an
optional technical course at school. Today I get

my fill of

high tech in the computerized control room on the Marina,
though. So during my free time I just want to relax; I enjoy
mixing with the crowd in my local pub. I play a lot of golf -
Scotland is marvelous for golf courses. I like working with
my hands; cabinet-making is a hobby of mine. We live in a
very picturesque small town in the Scottish Highlands. My
wife Anne is a nurse and our son Ian is 18. Together we
enjoy mountain trekking.

The Second Mate Timo Ranta
Born in Turku, Finland. Studies at Åbo Navigations institute.
Married to Pirjo with a son, aged 3. Likes hunting, fishing
and the sauna.

00 09
I think I’m rather a typical Finn. I live in Turku, a port town
but I have a small cottage by a lake in the lake district in the
central part of Finland. We go up there during most
weekends and in the summer. Like so many Finns I enjoy
living close to nature, hunting, walking in the woods and
fishing on the lake. And, of course, heating up my sauna,
and inviting a few friends over. During the winter holiday my
family like to go skiing in Lapland, the northern part of
Finland, where there are many excellent skiresorts-

MarEng

Primera Parte

Inglés Marítimo. Creado a partir y como complemento de

http://mareng.utu.fi/index.html

, adaptación a PDF, difusión gratuita.

color azul

texto disponible en formato audio mp3.

UNIT 1

In Port

01 01
It is a lovely autumn day, sunny with a fresh northerly wind.
A car arrives at Number 2 berth Gabriel Huidobro Quay at
the Raos Dock complex in the Port of Santander. The door
of the car opens and a man gets out. Captain Andrew
James is back on duty after his annual leave. He says
goodbye to the company agent in the car and starts to walk
up the gangway to the MS Marina, a multi-purpose dry
cargo vessel of 12,000 DWT. She lies moored to the quay at
berth No. 3 in the Inner Harbour.
01 02
All around him is the life and bustle of the port. Trucks and
lorries are rushing back and forth, delivering goods in
containers, crates and bales. Stevedores are moving cargo
in and out of the warehouses. Crane drivers are operating
the quayside cranes and ship’s derricks, which are lifting the
heavy cargo, loading and unloading the ships. On board the
deckhands are attaching slings, hooks and other lifting
devices to lift the cargo and store it into the holds and on
deck. The deckhands must also lash the cargo so that it will
not shift during the voyage.

Important Structures
The Simple Present is used to describe routines, what
happens regularly or is a permanent characteristic. Listen to
the Chief Engineer by clicking on his picture! Hello, I’m Tom

McPhee. I’m a true Scot; I like my whisky, Scottish dancing,
and the traditional game of tossing the caber. Today I get
my fill of high tech in the computerized control room on the
Marina. So during my free time I just want to relax; I enjoy
mixing with the crowd in my local pub. I play a lot of golf. We
live in a very picturesque small town in the Scottish
Highlands.

12 O’CLOCK IN THE PORT OF SANTANDER
Look at the pictures ! What are they doing? The Ing-form /
the Progressive Present Tense tells us what is happening
right now!

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

MarEng

Primera Parte

Inglés Marítimo. Creado a partir y como complemento de

http://mareng.utu.fi/index.html

, adaptación a PDF, difusión gratuita.

color azul

texto disponible en formato audio mp3.

UNIT 2

Welcome to a Modern Port

02 01
Today a major port is a world of its own. Modern port
facilities have to meet the demands of highly specialized
transport systems by sea, land and air. And so within the
boundaries of any large sea port we find an amazing range
of services.
A modern port maintains shipping channels, harbor basins,
and navigation aids as well as the port infrastructure such
as wharves, quays, docks, storage areas and warehouses,
cranes for cargo handling and terminals for cargoes and
passengers. It provides pilots and pilot vessels, tugs for
towage and emergency response vessels in cases of
accidents at sea.
02 02
Within its area we find office buildings for all the various
companies catering for the shipping industry – Ship Brokers,
Shipping Agents, Stevedoring and Lashing Companies,
Ship’s Chandlers, Marine Engineering Companies,
Companies for Marine Equipment and Ship’s Repair, Cargo
Surveyors and Inspection Companies, to name only a few.
Today there are also strict security requirements.
02 03

The Port of Santander

Elegant, picturesque Santander, situated in the region of
Cantabria, is typical of North Spain. The city lies in a
beautiful setting, backed by open countryside and dramatic
mountains. A very good road network connects Santander
to the whole of Spain, Portugal and the South of France. A
bustling regional capital and a popular holiday resort,
Santander offers excellent beaches, splendid viewpoints,
museums, galleries and a lively market.
The port activity in Santander dates back more than 2000
years, the town being founded by the Romans in 19 BC.
02 04

Today the Port of Santander is a fast- growing port and an
important junction in Spain for combined water, road and
railway transport. In 2003 the total port traffic comprised
about five million tons of goods. The Port of Santander has
facilities for handling all types of cargo: dry and liquid bulk,
general cargo, RORO and container traffic. The passenger
terminal in the heart of the city has facilities for both ferries
and cruise ships and there is regular ferry liner traffic to the
United Kingdom.
02 05
Four million tones of dry bulk such as coal, ore, fertilizers,
grain, soya beans, cereals and sodium carbonate passed
through Santander in 2003. More than 1million tons of
general cargo was handled, RORO traffic accounted for
65% of this type of cargo. Of liquid bulk petroleum is the
largest element, followed by chemical products and
molasses.
Depending on the type, bulk goods can be loaded and
unloaded using a conveyor, grabber or bucket. The bulk is
loaded into a hopper, which passes it onto a conveyor belt
system to deliver it to a stockpile.
Some bulk cargo such as scrap metal is loaded into big
metal bins known as skips and lifted into the hold of the bulk
carrier.
02 06
During the last few years vehicle handling shows the
greatest increase in Santander: 36% in 2003.This is
important for the port’s image, as shipment of motor
vehicles requires excellent standards of logistics operators,
as well as port facilities and shipping lines.
The port has invested in and is continually making new
investments in specialized handling installations for all the
types of cargo already mentioned.

Reading Comprehension: Vessels and Cargoes
The general cargo ship
During the last few decades shipping has seen a great deal
of change. Until the 20

century the most important cargo

ship was the break-bulk carrier, sometimes called the
general cargo ship or freighter. The cargo holds on these
ships could carry almost any kind of cargo, both piece
goods and bulk cargo. The cargo was packed into drums,
boxes, bags, bales and crates or on pallets. The ship was
loaded and unloaded using portside cranes and ship’s
derricks that lifted the cargo through the hatches and stored
it into the holds. Cargo could also be secured by lashing and
stored on deck.
The bulk carrier
Today modern commercial vessels are highly specialized,
designed to carry specific types of cargo. The names of the
ships tell us what type of cargo they are designed to carry.
The bulk carrier carries bulk cargo, “loose” cargo, either “dry
bulk” such as coal, grain, iron ore, fertilizers or “liquid bulk”
such as a range of chemicals including petroleum products.
Bulk carriers have huge under-deck specialized holds where
the bulk products are poured and stored. Bulk carriers come
in different sizes, from the so-called “handy size” bulk
carriers of about 25 000 DWT to very large carriers of up to
200 000 DWT.
The multi-purpose carrier
The MS Marina, the ship in our story, is a type of multi-
purpose dry cargo carrier. “Multi-Purpose Carriers” transport
different kinds of cargo: break-bulk and/or pure bulk cargoes
and/or containers, even reefer containers for frozen meats
or fruit. Many of these carriers are so- called geared
vessels, they are equipped with their own cargo cranes for
loading and discharging. Hatch openings are designed to fit
standard container sizes. Removable between decks or

(‘twee decks) increase the number of available holds. In the
huge bulk holds there are removable bulkheads that help
prevent the grain and other bulk cargoes from shifting.
The container ship
It was in the 1960s that the first container ship was built and
since then she has revolutionized shipping. A container ship
is designed to carry cargo in thousands of standard-size
boxes - “containers”, either 20 ft units or 40 ft units. At the
container terminals these hips can quickly load and
discharge by means of large quay-side cranes called
portainers or gantry cranes. The cranes lift the containers off
or onto the quay or trucks and off or onto the ship´s deck.
While a conventional dry cargo vessel may take 3-4 days to
load or discharge, a container ship can do the same in a
matter of hours. Today container ships are seen in ports all
over the world and are gradually replacing the general cargo
ships.
Seen from a distance the container ship has a very
characteristic “flat” silhouette. The small superstructure with
the navigating bridge is at the stern of the ship and the
many containers are stacked fore of the bridge along the
whole length of the vessel.
The reefer
The Refrigerated Cargo Carrying Vessels, reefers, are built
to carry fruit, meat, vegetables and other refrigerated food
products that require refrigerating equipment to stay fresh
during a sea voyage. The cargo can be stowed on pallets in
the refrigerated holds. Some reefers carry reefer containers.
Perhaps the most famous of these types of vessels are the
banana carriers, trading between the Caribbean and
Europe.
The RORO vessel
Another special cargo vessel is known as the RORO, which
means a roll-on, roll-off vessel. The RORO ships have huge

MarEng

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Inglés Marítimo. Creado a partir y como complemento de

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, adaptación a PDF, difusión gratuita.

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stern (or bow) doors which are lowered to make a bridge
from the ship to the wharf. On the RORO-vessel whole
trucks can roll on and off very rapidly at ports. RORO is
often used to carry large numbers of cars/motor vehicles,
which are rapidly loaded via a stern ramp.
The wharf machinery can also get into to the ship’s interior
and collect cargo to bring it ashore.
The roll-on, roll-off vessel comes in two main types: the
passenger RORO and the cargo RORO. Modern car-
passenger ferries take care of most passenger traffic on
short-sea routes in the Baltic Sea and the North Sea. It is
probably the only type of cargo vessel that most people
have travelled on. The vehicles are driven on and off
through a stern door (sometimes a bow door) and stored on
the car deck below the passenger accommodation areas.
Since the Estonia disaster, when the bow visor gave way in
the heavy storm and the car deck was flooded, safety
regulations onboard car- passenger ferries have become
stricter and the door structures have improved.
The oil tanker
One of the most important vessels in the world's merchant
fleets today is the tanker. The growth in size of the tankers
has been extremely rapid during recent years. Tankers carry
liquid cargo, not only oil, in tanks. The best known are the oil
tankers. They come in two kinds: the crude carrier, which
carries crude oil, and the clean products tanker, which
carries refined products such as petrol, gasoline, aviation
fuel, kerosene and paraffin. Tankers range in all sizes from
small bunkering tankers of 1000 DWT, used for refueling
larger vessels, to the real giants the VLCC (Very Large
Crude Carrier) of 200 000 - 300 000 DWT and the ULCC (
Ultra Large Crude Carrier) of over 300 000 DWT.
In 1990, the United States enacted the Oil Pollution Act
(OPA). It requires a gradual introduction of tankers with
double hulls, i.e. not just with double bottoms but also
double on both sides. Full compliance with the law is as far
away as 2015. This stamp shows a picture of the modern
double-hulled Mobil Oil tanker ‘Eagle’, built 1993, of 284,493
DWT. However, most tankers trading worldwide today are
still single-hulled vessels.

The LNG carrier
(Liquefied Natural Gas) and the LPG carrier (Liquefied
Petroleum Gas) are really a kind of tanker and came in in
the nineteen-hundreds. LNG and LPG are not the easiest of
cargoes to transport. In its natural state, LNG is a gas; it
must be pressurized into being liquid or kept as a liquid by
reducing the temperature in order to transport it. The shape
of the LNG Carrier, with the huge round Moss tanks seen
along the deck, has led to the nickname of “Dinosaur Eggs
Carriers”.
The LNG vessels carry explosive gas - kept at below
freezing temperatures - as an unstable liquid. This means
that they carry extremely dangerous cargo. The vessels
must be maintained very thoroughly and safety measures
on board have to be very strict.
The Lash
Another kind of cargo carrier is the Lash. LASH means
lighter aboard ship (lighter = barge). The vessel has a huge
500 ton crane on the main deck. The holds are divided into
cells to make room for the LASH barges which the crane
plucks from the water at the stern of the ship, carries along
the deck and stows in the ship’s cells for the voyage. LASH
barges are loaded at inland river and ocean ports. The
barges are then towed to meet the LASH mother vessel and
lifted aboard. When the
mother vessel arrives at its port of destination the huge
crane lowers the LASH barges into the water, where they
are then towed to their final destination. A Lash ship does
not need to tie up to a port during discharging.
Heavy–lift ships
Another very special type of ship is the heavy-lift ship. This
type is a little like the LASH. The heavy-lift ship is designed
to carry exceptionally heavy loads and unusual cargoes
such as power plants, oil rigs, generators, and yachts. The
cargo (even small vessels) can be stowed aboard the ships
by a lift-on lift-off method using the ship´s own cranes or by
a float-in float-out method where the mother ship is partly
submerged under water during loading and unloading the
cargo she is to carry.

MarEng

Primera Parte

Inglés Marítimo. Creado a partir y como complemento de

http://mareng.utu.fi/index.html

, adaptación a PDF, difusión gratuita.

color azul

texto disponible en formato audio mp3.

UNIT 3

Loading the MS Marina

03 01
Cranes on Marina: Lifting capacity: 5-60 tons
Radius: 12-40 meters
The cranes have a low height. This improves visibility from
the vessel’s navigating bridge. The cranes are light and
have a low centre of gravity. This improves the ship’s
stability and increases cargo capacity.
The cranes have a wide rope field at the hook. This allows
safe and stable cargo handling (anti-swing device). They
have maintenance-free hydraulic luffing arms. The boom is
well supported at all boom angles due to the double acting
hydraulic rams.
The jib is above the operator’s cabin. This gives the crane
driver a free view of the
ship deck and the cargo holds. The jib has a short minimum
radius. This makes it possible to place cargo quite near the
crane.
03 02
Down on the quay the stevedores are getting ready to load
the Marina for her next voyage. She has her own loading
gear on board; there are three huge Liebherr el/hydraulic
cranes designed for multi-purpose cargo and container
handling.
John Andersen, the Chief Mate is on the bridge supervising
loading. He has radio contact with the crane drivers and the
seamen working with the cargo down in the holds. He is
also in contact with Timo Ranta, the Second Mate, who is
supervising loading work on deck.

- Prepare the vessel for loading! Unlock the hatch covers!
Timo, I’m giving notice to the stevedores on the quay that
we expect to be ready to start loading by 14.00 local time. Is
that enough time for preparations?
- Yes, that should be OK, John. Is the cargo list available
and complete?
- Yes, the list is complete. Have you got the stowage plan?
03 03
- Yes, I have. It is a bit unclear for holds 4 and 5.
- All right, complete the stowage plan and report back to me,
please! You have the stability calculations?
After a while Timo reports back.
- Stowage plan now complete. All is under control, John.
Shall I prepare holds and hatches for loading now?
- Yes, prepare holds and hatches for loading, carry on.
Timo is now giving orders to the seamen working in the
holds:
- Open the hatches for loading. Check the hatch covers for
damage and report!
- Hatch covers in order!
- Switch on hold lights and hold ventilation.
03 04
- Hold lights switched on, hold ventilation system
operational.
- Ok, are the holds clean and free of smell?
- Yes, holds clean and free of smell.
- Are the safety arrangements in the holds operational?
- Safety arrangements will be operational in 15 minutes.
- Everything clear down here John!
- OK, are the cranes operational?
- Yes, cranes are operational.
- Good. Instruct the crane drivers and keep within the safe
working load of the cranes. Report back to me when loading
is complete. We must check for possible damage and
prepare for sea. That’s all for now. Carry on!
While John is waiting he decides to have a much needed
cup of coffee. The day goes
on…

General stowage
The Chief Mate is generally responsible for loading and
discharging of the vessel. All cargo handling gear on board
needs frequent overhauling. If wires, blocks, chains,
shackles, cargo hoses, hooks and slings are not checked
regularly, loading and discharging can become a risky affair
or cause unnecessary delay.
Carrying general cargo and its many separate items in
drums, barrels, crates, bags, rolls, cases, boxes and cartons
often presents difficulty. Check that this packing is not
damaged or deformed. When loading general cargo, take
special care not to waste loading space. Take into account
the nature of the cargo. Some merchandise gives off a
strong pungent smell or moisture and is liable to
contaminate other goods. Cover contaminated goods with
tarpaulins and separate them from other goods. Handle
fragile goods with caution. Do not stow heavy pieces of
cargo on fragile ones; barrels of liquids may leak and cause
damage etc.
Container damage: Segregation, Infestation
Today most general cargo is transported in containers.
Before stuffing, it is important that containers are checked
for external damage such as holes or tears in the paneling
or broken or distorted or deformed door hinges, locks or
door seals. There must be no internal damage such as
leftovers (dust, grease or liquid) of the previous cargo and
the interior should be free from any sweat or frost. There
should be no evidence of pests, insects, vermin or rodents
which might infest the cargo and lead to delay by the Port
authorities.
Other rules concerning stowing goods into containers
include the following:
·  Do not load goods with damaged or deformed packing
into the containers.
·  Do not stow wet and damp goods with dry goods.
·  Do not use dunnage or packaging which is incompatible
with the cargo.
·  Do not stow goods with tainting odours close to sensitive
merchandise.
·  Observe all IMO regulations concerning dangerous goods
and use appropriate labels on the containers to identify such
cargo.
·  Comply with IMO stowage segregation at all times.
·  Be sure to instruct the crew on how to use equipment, e.g.
how to connect reefer plugs and clip-on units.
Ventilation
In cargo handling the Mate’s knowledge of proper ventilation
on board is of great importance. In loading and discharging
as well as in making repairs on board, the crew members or
stevedores may be poisoned or even killed by contaminated
air or poisonous gases due to lack of ventilation. Before
anybody enters oil tanks, ballast tanks, storerooms, holds or
pump-rooms to carry out repairs or inspections, those
spaces must be properly ventilated. Without breathing
apparatus, protective clothing or a smoke mask and a
lifeline men risk their lives if the spaces are not gas free.
There have been examples of victims of suffocation on
board ships due to accumulation of lethal gases or lack of
oxygen.
Humidity, Condensation, Sweating
Container or cargo sweating occurs when the outer surface
of the container/cargo hold is cooled to a temperature below
that of the air enclosed in the container/hold. This results in
condensation: droplets forming on the interior roof and
interior side panels, and then dripping on to the cargo,
causing mould and water damage.
This might happen, for example when cargo loaded in the
tropical belt in warm conditions with high relative humidity is
transported to cold winter conditions in Europe. The

MarEng

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Inglés Marítimo. Creado a partir y como complemento de

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, adaptación a PDF, difusión gratuita.

color azul

texto disponible en formato audio mp3.

temperature outside the container gradually cools down
during transit, leading to condensation inside the container.
One simple solution may be to replace
the warm moist air by proper ventilation or air conditioning.
Sometimes it is important that the air surrounding a cargo
has to be very dry. Ventilated air then has to be passed
through dehumidifier units. Various desiccants and
absorbent materials can also be used to absorb moisture
and help keep cargo dry.
Dangerous Cargo
Today a great deal of the cargo carried on board ships falls
under the category of dangerous goods. Knowledge of the
IMO classification of dangerous goods is vital and it is
equally important always to observe the IMDG Code when
handling such goods. Explosives, flammable substances,
poisonous or noxious cargo, infectious
substances, radioactive materials and corrosives all require
special precautions as to handling, stowing, segregation and
labeling. So do goods that are liable to spontaneous heating
and combustion.
Always check the compatibility of IMO class goods and
ensure proper segregation. Thus, for example, flammable
cargo must be stowed away from the engine room.
Infectious substances must be separated by one
hold/compartment from foodstuffs.
Spillage
Cleanliness in the engine room is important in order to
prevent excessive oil residue in bilges and throughout the
engine room. Drip trays, oil pumps, fuel oil valves and sea
suction valves must be in good working condition.

Spills of fuel oil on board should end up in the sludge tank
but today’s mixtures of fuel oils, resulting from drainage and
leakage in machinery spaces, lubricants, detergents,
solvents and water often find their way into the bilge water
tanks. Without modern bilge water cleaning equipment this
may lead to discharge of bilge water containing pollutants at
sea.
Ballasting
Ships have to de-ballast as cargo is loaded and ballast as
cargo is off-loaded. Ballasting is a great problem from the
point of view of pollution. “Tankers carry their cargo in a
number of tanks or compartments within the hull of the ship.
Before the introduction of segregated ballast tanks, tanks
were cleaned after the oil was discharged and about one
third of them filled with [ballasting] seawater... This naturally
led to a considerable amount of oil getting into the sea. The
ballast water, which was pumped overboard to make way
for a fresh cargo of oil, was also contaminated.”
“In the late 1970s an improvement was introduced. Instead
of using water, the tank cleaning machines used crude oil -
in other words, the cargo itself. When sprayed onto the
sediments clinging to the tank walls, stripping the tanks, the
oil simply dissolved them, turning them back into usable oil
that could be pumped off with the rest of the cargo. There
was no need for slop tanks to be used since the process left
virtually no slops. The process became known as Crude Oil
Washing (COW)”.

VESSEL TYPES
BULK CARRIERS
Bulk carriers, or just bulkers, are ships especially designed
to carry loose goods in bulk. The cargo transported in bulk
commonly includes wood, coal, ore, grain, coke, fertilizers,
cement, light minerals, sugar and sand.
Bulkers usually have one deck, with the engine room in the
stern and a deckhouse above it. Holds are constructed with
longitudinal and cross walls, called bulkheads. Cargo in bulk
is easily stowed in between them. Bulk cargo ships are not
equipped with any handling gear, except for handy size
ones, up to 30,000 tons of deadweight.
All loading and unloading is done by means of shore
devices like grabs or suction pipes. Some of them make use
of flexible ductings and fans, which simply blow light cargo
into holds. Port devices may include special conveyors that
drop cargo inside.
When one hold is full, loading is continued into the next one.
Bulk carriers have large upper and lower ballast tanks to
provide enough draught.
Some bulk carriers are designed to function also as tankers.
Such vessels are called Ore Bulk Oil (OBO) carriers.
CABLE-LAYING SHIPS
Cable-laying vessels, also called cable layers, are specially
designed for laying and repairing telegraph and telephone
cables across vast water areas like channels, seas and
oceans. Modern cable layers are as efficient in repair and
maintenance operations as in long-haul cable laying.
The internet boom together with the extraordinary expansion
of telecommunication has led to the growing demand for
vessels specializing in laying sub-sea optical fibre networks.
“The Cable Innovator” seems to be the largest vessel
operating in this market. The ship was built by Kvaerner
Masa Yards in Finland. All cable-laying operations are
carried over the stern, so the vessel can maintain a high
speed and is not slowed down during cable work. Moreover,
it can operate successfully in extreme weather conditions. It
has been designed to deploy a remotely operated vehicle
(ROV). The vehicle is connected to the ship via
communication tether.
The most important cable handling equipment aboard “The
Cable Innovator” is the electrically operated cable laying

drum with various tension devices. The drum diameter is 4m
long and has fixed-angle fleeting rings and blades for
controlling the cable work. It is equipped with a special A-
frame for handling the plough used for
cable burial in the seabed. Furthermore, “The Cable
Innovator” is equipped with an echo sounder and devices
for measuring the length of the cable laid out. While laying
cables, all main data are monitored, logged and printed out
as a quality control. The control system can also display all
data accounting for the tension of the plough tow cable
when the vessel operates and can activate the alarm in
case the cable tension gets too high. The vessel
automatically reduces its speed. When buried safely
beneath the sea bed, the fibre optic communication cables
constitute a vital part of our global telecommunication
network.
CAR CARRIERS
The “Elbe Highway” is the first of the series of four
innovative PCTC (Pure Car and Truck Carrier) Ro-Ro car
carriers built in Gdynia Shipyard S.A., Poland, for long-term
charter for Kawasaki Europe. The shipyard design office
team initiated and accomplished all the concept work on
these new vessels. Along the way they were
able to put into practice the yard’s considerable experience
in the field.
The delivery ceremony was held on 20th August 2005,
exactly nine months after the commencement of steel
cutting. The second ship, the “Thames Highway”, exactly
replicating the design of the prototype, was completed by
the end of 2005.
The largest car carriers of today can handle over 6000 units.
The “Elbe Highway”, with her overall length (LOA) of 143 m
and breadth (B) of 25 m, can carry up to 2100 units, so the
total car deck capacity is comparatively small. In fact, she
can be classified as the only vessel ever designed and built
expressly for carrying vehicles.
The intention was to follow the innovative approach to world
car transport. The crucial idea is to lower the cost of the port
stay by means of employing smaller cargo ships, operating
as feeders.
The vessel is constructed with two hydraulically-operated
external stern ramps. One is a straight stern ramp, another

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one is a quarter stern ramp. Each of them has a safe
working load of 70 tons and a 6-metre long driveway. All
vehicles ranging from passenger cars to heavy movable
machinery can be loaded and discharged through these two
ramps.
For PCTC carriers, a stern quarter ramp offers considerable
advantages for cargo access and handling. Its main benefit
is that it allows the vessel to berth in the normal manner,
that is alongside the quay, without the need for special
shore facilities. The motor vehicles carried by the “Elbe
Highway”, and later on by her three sisters, can
be handled at any port in the world, not only at Ro-Ro
terminals with trailer quays.
The carrier is built with eight cargo decks in total. Two of
them are lift able car decks. They enhance greatly the
operational flexibility of the vessel. Unlike hoist able car
decks, they have no integral lifting mechanism, but are
deployed by a mobile deck lift.
Thus, the maintenance requirements of each of the panels
forming the movable decks are limited.
The arrangement of internal ramps and fixed car decks
follows the main design concept to shorten the time in port.
Namely, deck supporting pillars have been designed off the
ship centre line, making the construction not symmetrical,
but allowing for better cargo access.
The “Elbe Highway” has been classified by DNV as ICE-1A
as the hull is strengthened in her underwater and bow
sections. The navigating bridge is fully glass-shielded to
improve the navigation visibility on icy waters.
The prototype carrier has already joined the growing fleet of
high-quality car carriers of high maneuverability and
efficiency that are operating on short routes in the Baltic and
North Sea regions.
CONTAINERSHIPS
These ships carry cargo in containers. Goods are locked
and sealed in huge boxes of standard size. Containerships
carry containers both in holds and on the main deck. In the
holds, there is a special cellular structure of guide rails
where containers are stowed one on the top of another.
That is why they can be also called cellular vessels. These
ships usually have one deck, with the machinery spaces
located towards the aft end. Additional containers are
stowed on open deck and anchored in place by wire ropes.
Containerships have produced a revolution in water
transport. The higher speed of around 26 knots is their main
advantage over other cargo ships. In addition, the loading
and unloading work with the use of shore based moving
gantry cranes is extremely fast. The primary advantage of
the use of containers is the possibility of transporting cargo
directly from customer to customer, not only from port to
port.
Container vessels have grown in capacity up to 8000 TEU.
Large container vessels usually do not have their own
loading gear. However, small, or medium-sized ones, called
container feeders, are often equipped with cargo gear. Also,
some multipurpose ships can operate as container feeders.
THE “ESTONIA” FERRY
The “Estonia” ferry was delivered in 1980 to operate on
routes in the heavy traffic between Finland and Sweden.
The ship was, at the time of delivery, the second largest
ferry working in the Baltic Sea region. It was built with one
bow ramp on the car deck, enclosed by a hinged bow visor
that opened upwards, and two stern ramps. Passenger
entrance doors were arranged on decks 4 and 5 and the
pilot and bunkering doors located on the car deck.
The design of both the visor and ramp were very popular at
the time. The installation included a bow visor and a loading
ramp. The ramp was hinged at car deck level and was
closed when in a raised position. In a closed position, the
upper end of the ramp was extended into a box-like housing
on the forecastle deck. The only reason for such a
construction was to make space for the ramp when the visor
was in its closed position.

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
ship’s 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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UNIT 4

The Ship

04 01
Let us now make a tour of the Marina and learn the words
for the different parts of a ship. Let us start at the bow and
go aft.
04 02
Going aft we will find the following superstructures. First is
the forecastle head or forecastle deck
04 03
and on it the windlass for the anchor.
04 04
On the Marina it consists of two combined anchor
mooring winches.
04 05
Aft of the forecastle the main deck stretches along the whole
length of the ship.
04 06
On the main deck are her three huge hydraulically driven
cargo cranes with a lifting capacity of 37 tons - the Marina is
a so called geared vessel, i.e. she has her own cranes for
loading and unloading the cargo.
04 07
On the open main deck, also called “the weather deck”, we
find large hatch covers over the hatches that lead down to
the cargo holds below.
04 08
The Marina has MacGregor fold-tight hatch covers with six
panels per hatch end. The hatch panels are folded open
when cargo is loaded into the huge holds. The length of the
panel pairs usually corresponds to the length of the
containers stored on the weather deck and in the hold. On
the Marina the hatch covers can be partly opened and cargo
lifted away for individual panels. It is important that the hatch
covers are closed tightly - they are sealed. The sealing
systems of the hatch covers must be reliable so that the
covers are weather tight and resist water, corrosion and
drastic changes in temperature.
04 09
Below the weather deck are the cargo holds.
04 10
On the Marina there are five holds that can load a wide
range of dry cargoes. The holds can be used both for
carrying bulk cargo like grain or fertilizers or to stow
containers. Strong bulkheads separate the holds from each
other.
04 11
In addition to this, the holds on the Marina have removable
between decks (often called ´twee decks) with their own
hatches and ´twee deck hatch covers.
04 12
This increases the maximum number of cargo holds to ten.
The Marina can also carry containers on the weather deck.
04 13
On bulk carriers and on multi-purpose vessels like the
Marina the superstructure lies towards the stern of the ship.
04 14
The superstructure is built up in a number of decks.
04 15
On the 1st deck there are the dining rooms for the crew and
the officers called “the mess”
04 16
and the ship’s galley.
04 17
On this same deck are the dayroom for the crew, where the
seamen get together during free hours,
04 18
and a lounge or dayroom for the officers.
04 19
Other recreation space for the crew includes a sauna
04 20
and a gym.

04 21
On the 2nd deck we find the accommodation or living
quarters for the crew
04 22
including engineers and electricians.
04 23
On the 3rd deck is the accommodation for the officers - on
the starboard side the First Officer’s cabin and office;
04 24
on the port side living quarters for the Second and Third
Mate.
04 25
Amidships on the 3rd deck is the Conference Room
04 26
and the Ship’s Office.
04 27
On the 4th deck are the Captain’s day room and bedroom
04 28
and aft of these on the starboard side the Chief Officer’s
cabin and office.
04 29
On the port side is the cabin for the Ship’s owner.
04 30
On top is the navigation bridge (in the past often called the
Wheel House).
04 31
A modern navigation bridge is an integrated work space
which includes workstations for navigating and conning the
ship, a Chart Desk and a Communication Workstation
(earlier called the Radio Room). On the side are the so
called Bridge Wings to improve visibility from the bridge.
04 32
On top of the navigation bridge is the main mast
04 33
with the radio antennas,
04 34
navigational and signal lights and radar scanners.
04 35
Aft of the main mast are the funnels
04 36
and aft of these is the poop deck.
04 37
On the poop deck there is a second set of mooring winches.
The engine room on the Marina is at the stern of the ship
below the main deck aft of the cargo holds.
04 38
The whole body of the ship is called the hull.
04 39
The outer surface is called the plating. On the Marina the
hull is made of steel. It is strengthened to meet Lloyd’s
Register ice class 1A requirements. This is necessary, as
she is on traffic in the Baltic Sea. The space between the
cargo holds and the bottom contains the double bottom
tanks for ballast and sometimes for fuel.
04 40
Stairs on a ship are often called ladders.
04 41
Rooms (space) on a ship are often called compartments.
04 42
The compartments are separated by watertight bulkheads.
The Marina makes a speed of 17 knots. She carries a crew
of 15. Her DWT is 12,000 tons. Her overall length (LOA) is
140 m, her length between perpendiculars (LBP) is 130 m,
her breadth is 22 m and her draught is 7.5 m. She can carry
521 TEU containers including 20 refrigerated containers.
Her total cargo hold capacity is
14,950 cubic meters.

Study these sentences:

•

There are ropes at the bow and at the stern.

•

There are ropes fore and aft.

MarEng

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•

The navigation bridge is amidships.

•

Right is called the starboard side and left the port

side.

•

The ship is moored to the quay in port.

•

There is shallow water ahead of your vessel.

•

Do not pass astern of my vessel.

•

The Marina is a cargo vessel. She is on voyage

from Santander to Kotka.

•

Most vessels are “females” and are named after

women.

•

There are ropes at the bow and at the stern.

•

There are ropes fore and aft.

•

”In front of” is known as before or forward of. No 1

hold is forward of No 2 hold.

•

Behind is abaft or aft of. The funnel is always aft of

the navigation bridge.

•

Something in the middle of a ship is amidships.

•

There is a light buoy at a distance of two miles

ahead. = in front of the ship

•

Do not pass astern of my vessel. = behind the ship

•

When you are facing the bow you have the

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

•

The hull surface fore of the stern is called the port

quarter or the starboard quarter.

•

The hull surface aft of the bow is called the port

bow or the starboard bow.

•

E.g. the ship hit a rock on the port bow.

•

E.g. there is damage to the hull on the starboard

quarter.

•

The word port comes from the old times when a

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

MarEng

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UNIT 5

Leaving Port

05 01
The Marina is now ready to sail from the Raos Dock in the
Port of Santander. The Pilot has come on board and is
greeted by the Second Mate, who takes him up to the bridge
to meet the Captain.
Now listen to the conversation between the pilot and
Captain James.
- Good afternoon, Captain. I don’t think we have met before.
I’m Alejandro
Rodriguez.
- How do you do? Pleased to meet you. I am Andrew
James. Welcome on board, Mr Rodriguez.
- Thank you. I understand you are ready to leave port.
- Yes, we’ve just about finished with the paper work and
Port State Control. The cargo loading operations are
completed. I think we are actually all set to start singling up.
Rodriguez studies the wheelhouse poster, which contains
information on the Marina.
The interview continues.
05 02
- Is there any particular information you would like to give
me? Any recent changes on board?
- No, not really – I have the pilot card for you. Here you are.
I’ll be happy to fill you in with any maneuvering data you
need.
- Thanks, there are a few questions I’d like to ask. Is the
engine room manned?
- The engine room will be manned while leaving port, but is
on bridge control.
- How long does it take to change engines from ahead to
astern?
- It takes 25 seconds to change from ahead to astern.
- And to start engines from stopped?
- It takes, let’s see, 15 seconds.
- Do you have a right-hand or left-hand propeller?
- We have a right-hand propeller.
- And you have a bow thruster?
- Yes, a bow thruster of 900 kw.
05 03
- And what is your maximum present draught?
- It is 8 meters.
- Ok, fine. One or two more things. Do you have a
controllable or a fixed-pitch propeller?
- We have a fixed-pitch propeller.
- Is the turning effect of the propeller very strong?
- Yes, it is very strong.
- So how long does it take from hard-a-port to hard-a-
starboard?
- It takes 20 seconds.
- And what is the speed at full ahead and dead slow ahead?
- Let me see, at full ahead it is 17 knots and at dead slow
ahead 4 knots.
05 04
- I think that about covers it. Are you getting tug assistance?
- Yes, we will have one tug assisting us while casting off.
- Are you ready to get underway?
- Yes, indeed we are.
- All right then. Stand by engines.
05 05
The Marina is now ready to cast off. She is moored to the
quay by a number of ropes.
At the bow are the head lines. The stern is fastened by the
stern lines. The lines are fastened to the bollards on the
quay. There are also the breast lines fore and aft. An
important line is called the spring.
05 06
The boatmen on the quay cast off from the bollards.
- Marina Forward station, Marina Aft station, this is Marina
Bridge, how do you read me?

- Marina Bridge, this is Marina Forward station. I read you
with signal strength five.
- Marina Bridge, this is Marina Aft station. I read you with
signal strength five.
- Marina Forward station. Single up forward to spring!
- Marina Bridge This is Marina Forward station. I will single
up.
- Marina Aft Station. Single up aft to breast line! Make fast
tug towing line on starboard quarter!
- Marina Bridge. This is Marina Aft station. I will single up
and make fast tug.
- Marina Bridge. Singled up forward.
- Marina Bridge. Singled up aft.
05 07
- Marina. Let go forward! Let go aft! Is the propeller clear?
- Marina Bridge. Marina Aft Station. Yes, propeller is clear.
All clear aft!
- Marina Bridge. Marina Forward Station. All clear forward!
- Marina. Finished with maneuvering stations!
- Marina Bridge. Marina Forward Station. Understood.
Finished with maneuvering stations.
- Marina Bridge. Marina Aft Station. Understood. Finished
with maneuvering stations.
While the tug is assisting the Marina, she is getting off from
the quayside. The small but powerful harbour tug tows the
big ship slowly but steadily.
The Marina is now free of the quay and soon she is in the
middle of the basin.
- Let go towing line!
05 08
The Marina is ready to maneuvers on her own. The harbor
tug is leaving her.
- Slow ahead, says the pilot.
- Slow ahead, repeats the helmsman.
- Starboard twenty!
- Starboard twenty.
- Midships!
- Midships.
- Steady as she goes.
- Steady as she goes.
Noting the heading the helmsman continues:
- She is steady at 182° degrees.
05 09
The Marina is now getting underway; she is passing through
the Port of Santander area. On either side are different
docks and wharves serving all the big specialized vessels.
Soon the extraordinary landscape of the whole Bay of
Santander surrounds the Marina with white sandy beaches
both small and sheltered from the wind or open to the bay
with more surf. Next to these beaches, a coastline of cliffs
and beautiful natural areas looks out over the sea. The
Marina is leaving the elegant city and the snow-topped
mountains behind. She is passing ships of all sizes and
nationalities on her way towards the main fairway and the
open sea. Some vessels are going inward, to port, while
other vessels are outbound, towards the sea; they are going
outward.
05 10
The Marina is keeping a steady course and speed, and is
making a speed of 5 knots.
Her ports of call during the voyage will be first Antwerp in
Belgium, then Gdynia in Poland, after that Riga in Latvia
and her final port of destination will be Kotka in Finland. The
voyage is just starting. The weather is fairly good, the
forecast has promised sunny spells but with occasional rain
showers, and visibility about 1 mile; there will be a north
westerly wind of 8 m/s, with a moderate sea. In the distance
she can see the famous Isla de Mouro Lighthouse off
Santander.

MarEng

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UNIT 6

In the Fairway

06 01
The Marina is now proceeding in the fairway. The Diana, a
vessel ahead of her, is altering course to starboard. The
Diana will turn at Buoy No 4. The Marina is keeping a
steady course and speed, and is making a speed of 5 knots.
The Chief Mate on the Marina calls up Vessel Traffic
Service:

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:

•

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

VTS, Santander VTS, Santander VTS.
INFORMATION: Visibility is slightly reduced by
rain. Visibility at Isla de Mouro Lighthouse is one
thousand meters. Visibility is expected to decrease
to 500 meters during the next hour. There are
dredging operations in position north side of
fairway at Las Querantas. ADVICE: Vessels are
advised to navigate with caution.

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.

Seagull:

•

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.

•

Pan-Pan, Pan-Pan, Pan-Pan

•

All stations, all stations, all stations

•

This is Rescue Centre Santander, Rescue Centre
Santander, Rescue Centre Santander with Pan
message No 1.

•

Vessel Seagull in position bearing 072° from Isla
de Mouro Lighthouse, distance one mile, is not
under command, awaiting tug assistance. Seagull
is carrying flammable cargo. Vessels are advised
to keep clear of the area.

•

I repeat.

•

This is Rescue Centre Santander, Rescue Centre
Santander, Rescue Centre Santander with Pan
message No 1.

•

Vessel Seagull in position bearing 072° from Isla
de Mouro Lighthouse, distance one mile, is not
under command, awaiting tug assistance.

•

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

06 07
And on the VTS channel the Marina receives the following
message:

Santander VTS:

•

Marina.

•

Santander VTS.

•

WARNING: You are proceeding on a dangerous
course.

•

Vessel ahead of you in position 43° 28.7´ N, 003°
44.1´ W is not under command. It is dangerous to
approach the Seagull.

•

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

Marina:

•

Santander VTS.

•

Marina.

•

ADVICE RECEIVED. I will pass Seagull at reduced
speed and keep a wide berth.

06 08
With the help of several tugs, the Seagull gradually gets
underway on the opposite course and heads back to the
Port of Santander for repairs. And the Rescue Centre can
give the all clear:

•

Pan-Pan, Pan-Pan, Pan-Pan

•

All stations, all stations, all stations

•

This is Rescue Centre Santander, Rescue Centre

Santander, Rescue Centre Santander.

•

Please cancel Pan message dated 141315 local

time.

•

Seagull is proceeding inward with tug assistance.

Fairway now clear.

•

Vessels may proceed.

•

This is Rescue Centre Santander.

MarEng

Primera Parte

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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

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

SEAMARKS, LIGHTS AND BUOYS

T h e I A L A S y s t e m o f B u o y a g e
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.

C a r d i n a l M a r k s
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.

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

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

L a t e r a l M a r k s
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.

The main direction of the fairway is usually that taken when
approaching a harbor from seaward. Where the fairway
direction is not obvious, as for example in fairways following
the coast, the direction of buoyage is usually marked by
symbols on the charts.In the Archipelago Sea and The Gulf
of Bothnia the main direction in the coastal fairways is from
south to north, and in The Gulf of Finland from west to east.

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

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

Lateral Marks may also be without lights or top marks.
The Isolated Danger Mark is black in color with red bands. It
indicates that the mark is on the rock and the mark may be
passed on either side. It can be either pillar shaped or spar-
shaped. Top marks are two black spheres one above the
other.

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

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

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

L i g h t h o u s e s

A Lighthouse can be a solitary structure way out in the open
sea far away from channels. Bogskär on a solitary rock in
the northern Baltic Sea and Bengtskär in the Gulf of Finland
are examples of such Finnish lighthouses. But often the
lighthouse is the first light to be seen at the outer end of a
fairway or channel, and it may have both
lighted and dark sectors. Lighthouses are often fitted with
racons and radar reflectors.

A Sector Light is smaller than a lighthouse. Sector lights are
common in coastal fairways like the Finnish archipelago. A
sector light has several coloured and dark sectors. It marks
the borders of the fairway. The white light is directed
towards the fairway. When the ship is approaching the
lighthouse the white light is flanked by a
red sector on the port side and a green sector on the
starboard side.

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

Directions Lights mark the course to be followed but are not
in line with any other mark. A direction light usually has a
narrow sector of light, marking the course to be followed,
flanked by darkness or unintensified light.

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: Single-
occulting light, Group occulting and Composite group-
occulting.

•

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.

MarEng

Primera Parte

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UNIT 7

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.

John now notices that the barometric pressure is falling
rapidly. The sea is beginning to get very rough – the wind is
increasing by the hour.
07 02
On the bridge the NAVTEX printer starts to work and the
Chief Officer reads the message. It contains a gale warning
for the Bay of Biscay.

(Sin audio)
Weather forecast for area eastern Atlantic and the Bay of
Biscay:
FQNT51 LFPW 220931
NAVTEX MER698
TXT
AAAA
BAY OF BISCAY BULLETIN (METAREA 2)
METEO-FRANCE
TUESDAY 19 SEPTEMBER 2005 AT 0700 UTC. WIND IN
BEAUFORT SCALE
1 : WARNING : GALE WARNING FOR AREA BAY OF
BISCAY: GALE FORCE 9 INCREASING. STORM FORCE
10 IMMINENT
2 : GENERAL SYNOPSIS, TUESDAY 19 AT 00 UTC
LOW 990 IN BAY OF BISCAY, MOVING SOUTHEAST
AND FILLING, EXPECTED 1000 OVER SPAIN BY 22/12
UTC.
HIGH 1045 OVER SCANDINAVIA, SLOW-MOVING.
3 : FORECASTS TO WEDNESDAY 20 AT 12 UTC
IROISE, YEU :
EASTERLY 9 TO 10, DECREASING 7 TO 8 LATER. VERY
ROUGH, SPRAY, VISIBILITY AFFECTED, SHOWERS.
ROCHEBONNE :
EASTERLY 7 TO 8, BACKING NORTHEASTERLY 6 OR 7
SOON, THEN DECREASING 5 TO 6 LATER. ROUGH,
DECREASING TO MODERATE LATER. SHOWERS...

07 03
The wind has now reached force 10. The seas are already
very high with white crests and the air is white with spray.
Captain James has been through many storms. He knows
that he will need all his skill and experience to save the ship
from damage or loss. There are many important factors to
consider - the wind direction and force, the course being
steered, the height of the sea, and whether the sea is short
or long. In a strong headwind the vessel will pitch. When the
wind is abeam the ship, we say that she is rolling. Not only
the height but the length of the seas is important.
07 04
Stability is the ability of a vessel to endure high winds and
seas and resist capsizing
even if she heels over (or lists) heavily in the wind. Adding
weight above a vessel’s centre of gravity will change its

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 ship’s 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.

•

Captain: I think we ought to reduce speed to half

speed.

•

Chief Officer: OK, half speed.

Captain James has reduced speed to save the Marina from
being hit too violently by the waves. The storm is now
becoming increasingly violent and the Marina is pounding
heavily.

•

Captain: We shall have to heave to. We’ll take her

bow to the sea. Hand steering on!

•

Chief Officer: Very well, hand steering!

•

Captain: Stand by Engine Room control!

•

Engine Room Control: Standing by.

07 06
(Ruido de vietno)
Outside there is only the roaring of the wind and the fierce
beating of the seas, which are now mountainous, - wind, air
and water. Inside the navigating bridge there is only the
monotony of the orders to the Engine Room and the
strained concentration of the two men.

•

Captain: Dead slow ahead.

•

Chief Officer: Dead slow ahead.

•

Captain: Hard a starboard.

•

Chief Officer: Hard a starboard.

•

Captain: Full ahead.

•

Chief Officer: Full ahead.

•

Captain: Stop her.

•

Chief Officer: Stop her.

...
...
07 07
(Ruido de vietno)

•

Captain: Dead slow ahead.

•

Chief Officer: Dead slow ahead.

•

Captain: Is she answering the wheel?

•

Chief Officer: Yes, she is.

MarEng

Primera Parte

Inglés Marítimo. Creado a partir y como complemento de

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UNIT 8

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 Marina’s
receiver:

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 ÉTEL
RESCUE CENTRE ÉTEL RESCUE CENTRE ÉTEL
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

SPEED: 18 KNOTS
ETA: 1130 UTC
OVER.

After a little while the Rescue centre sends a mayday relay:
08 06

MAYDAY RELAY MAYDAY RELAY MAYDAY RELAY
ALL STATIONS ALL STATIONS ALL STATIONS
This is Rescue Centre Étel, Rescue Centre Étel, Rescue
Centre Étel.
Ocean King Information No 1. Following received from
Ocean King on VHF channel 16 at 1032 UTC.
Begins:

Mayday
This is 250137000
Ocean King, SOZZ.
In position 47° 34,4´ NORTH 004° 32, 9´ WEST
Explosion on board, heavy leakage, listing.
Require immediate assistance.
Ends.
Date and time: 151035 UTC. This is Rescue Centre Étel.
Over.
08 07

Many ships start calling in to assist Ocean King. They are all
much closer to the scene of the accident, but Captain
James on the Marina gives orders to stand by if her
assistance should be required.

The Radio Officer sends the following message on channel
16:

MAYDAY
RESCUE CENTRE ÉTEL RESCUE CENTRE ÉTEL
RESCUE CENTRE ÉTEL
THIS IS 2320026754
MARINA MARINA MARINA
MIKE WHISKEY YANKEE ALPHA THREE
RECEIVED MAYDAY
OVER
08 08
MAYDAY
RESCUE CENTRE ÉTEL
THIS IS MARINA
MIKE WHISKEY YANKEE ALPHA THREE
MY POSITION IS 47° 26.5´ NORTH
003° 59.3´ WEST

SPEED 14 KNOTS
MY ETA IS 1215 UTC

In this radio communication the ships were equipped in
accordance with GMDSS. A distress call was sent by DSC
(Digital Selective Call) from Ocean King, the vessel in
distress. The call reached the rescue centre in the vicinity
and an acknowledgement was sent out. This could be seen
on the DSC receiver by all ships nearby. After that Ocean
King sent a voice distress message on channel 16. This was
answered by the rescue centre and by the ships that
received it.
08 09

Later on the Bridge…
After a while the Marina receives a radio message from the
Rescue Centre to the effect that her assistance is no longer
required. As the situation now seems to beunder control the
men can relax a bit. Thoughts go back to earlier
experiences.

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

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

MarEng

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- 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, weren’t 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...
- Ship’s 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

Let’s 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 let’s 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 40º. Suddenly she took
a few heavy rolls of more than 40/50º. 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 15º

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 Nº4 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.

MarEng

Primera Parte

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color azul

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UNIT 9

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.

It is high time we took a closer look at the Marina’s crew and
their tasks on board. We shall let them tell us what they do
on the watch to find out what life and work are like on a
modern merchant vessel – what maritime careers really
involve and require.

The crew on a ship is divided into three departments:
The Master
The Deck Department
The Engine Department
The Steward’s Department

THE MASTER
Responsibility

09 01

We find the Master of the ship, Captain Andrew James on
the bridge.

- Good morning Captain, we would like to ask you a few
questions. How would you describe the Captain’s or
Master’s role on a modern ship today?
- Well, first of all you might say that it involves an enormous
responsibility. The Captain is in charge of everything and
everyone on board. He has complete responsibility for
running the ship while at sea and for the safety of the crew,
passengers and cargo. Whenever there is an emergency or
a serious problem of any kind I will be called upon. I do not
stand a watch but in reality I am on duty 24 hours a day. I’ll
be on the bridge, conning the ship in foul weather or fog
until the danger is over, for however long it takes, be it 24,
38 or 72 hours, and no matter how tired or exhausted I am. I
am also the last to abandon ship in case of a disaster.
09 02
Supervision
The Master of a ship is not actually a crew member. But I
have to supervise the work of any other officer or crew
member on board. I direct or oversee crew members who
steer the vessel, determine its position, communicate with
other vessels, operate and overhaul engines, perform
maintenance, handle lines or operate vessel equipment of
any kind.

This means that, in theory, I have to be as familiar with the
work done by stewards and cooks in the Catering
department, engineers and pumpmen (on a tanker) in the
Engine department as I am with the work of the Mates on
the bridge and the Able Seamen, Ordinary Seamen and
other deckhands in the Deck department. All this
makes me into a kind of Personnel Manager – it is important
to maintain a good morale, team spirit and atmosphere on
board.
09 03

Coordination
The Master of a merchant vessel is the agent of the
company that owns the ship. This means that he represents
the company business in every operation both at sea and in
port. A Captain has to be able to coordinate both of these
aspects. All this involves quite a lot of paper work. When we
are at sea, my bridge officers and myself
maintain the Ship’s Log and the records of the ship’s
movements. Then there are the Ship’s Papers such as the
Certificate of Registry, the Muster Roll or Crew List etc.
and the documents dealing with loading and unloading of
the ship; the Bill of Lading, the Cargo Manifest, the Stowage

Plan, the Dangerous Goods Stowage Plan, the Loading and
Discharging plan.
There are quite a number of documents concerning the
ship’s safety and security, certificates issued by
Classification Societies and other Maritime Authorities. They
are all granted by the ship’s Flag State. This bureaucracy is
increasing all the time.
Finally there are the documents for clearance with port
authorities and Port State Control. Today port security
regulations have become very strict – the ISPS Code has
increased our work as well.
09 04
THE CHIEF OFFICER / THE CHIEF MATE – DUTIES
Second in Command
The Chief Officer or the Chief Mate is the head of the Deck
department. This means that I am responsible to the Master
in all matters related to the Deck department. I am also the
Captain’s assistant in assigning duties to the deck crew and
in managing personnel.
I am second in command under the Master and will take
command in the event of the Master’s death or inability to
command the ship.
09 05

On the watch
I stand a watch on the bridge like the other mates when the
ship is at sea. Navigating the ship is the primary
responsibility of all the Deck Officers. My watch is usually
the 4-8 watch, and involves all the ordinary work on the
bridge; seeing that the correct course is being steered,
posting radar and visual lookouts and monitoring the
navigational equipment and their readings.

Working together with the deck crew I plan and supervise
the loading and unloading of the cargo and I am responsible
for its safe delivery. I also have to make sure that Deck
department equipment like all loading gear, cranes, ramps,
doors, lifts and hoses are in good working order. I make
sure that deck personnel maintain the
mooring equipment, like the windlass, anchors, cables,
wires and hawsers.

THE FIRST OFFICER
Fire-fighting drills and boat drills

09 06

My most important task is, naturally, navigation - to stand a
watch and navigate the ship safely. I am the ship’s damage
control, safety officer and training officer. This means that I
have to make sure that the station bill and the muster bill are
properly prepared and posted and that the fire-fighting
equipment and the life-saving equipment are accessible and
operational.
I see to it that the crew is well trained in using it and I am in
charge on deck during fire and boat drills. It is extremely
important that the crew know their emergency (or muster)
stations and duties. In a real emergency I have to take
charge of the whole scene.
09 07

THE SECOND OFFICER
The Second Officer or Second Mate is, traditionally, the
ship’s navigational officer. I have to ensure that bridge
electronics, navigational and alarm systems, and ship’s
lights are in good working order. I regularly check bridge
instruments and make sure that up-to-date charts and
navigational publications are available on board. I also
correct the charts and update the navigational publications if
necessary. I provide the Master with information on transit
routes to ports of call including the Sailing Directions, Coast
Pilot, Light List and Tide and Current Tables and any other
source of information that might be required before entering
or leaving port. Finally, I plot the voyage track and work out
the course. In the event of GPS failure I take terrestrial or
celestial fixes for positioning. I assist the Captain in taking

MarEng

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the ship in and out of ports. In addition to all this I am also
the ship’s medical officer.
09 08

The Able Seaman
I must have a thorough knowledge of, and be able to use, all
deck gear and equipment. I carry out maintenance of deck
rigging and machinery such as the loading gear, cranes,
ramps, doors, lifts and hoses and the mooring equipment,
such as the windlass, anchors, cables, wires and hawsers.
In all these tasks I am assisted by the ordinary seamen or
other deckhands, who also do much of the work. We clean,
chip, scrape, wire brush, prime, and/or paint the hull,
bulkheads, decks, passageways, deck machinery, or
spaces, as directed.

In port I handle lines and assist with the loading and
discharging of cargo, and see to it that the cargo holds are
cleaned and in operational condition.
09 09

I stand a watch when the ship is underway as quartermaster
or helmsman and steer the ship under the direct orders of
the deck officers. This means I have to understand steering
commands, have certain knowledge of nautical terms, Rules
of the Road, fog and distress signals, running lights, the
compass etc.
I carry out important tasks in emergencies. During a fire, for
example, I operate firefighting equipment. If the order to
abandon ship is given I assist in the releasing and launching
of lifeboats and life-rafts. In short my tasks are many-sided
and interesting.

THE ENGINE DEPARTMENT
THE CHIEF ENGINEER

09 10
I am the head of the Engine Department and am
responsible for personnel and the proper operation,
maintenance, and safety of the vessel’s propulsion system,
power generation system and all auxiliary machinery and
spaces.

I have to decide on effective repairs and I report defects that
may affect the ship’s performance to the Master. I also
advise the Master on all matters relating to machinery
usage, fuel requirements and an overall economical use of
supplies and stores.

I order, receive, and maintain a proper inventory of spare
parts and supplies and supervise bunkering. I see to it that
fuel and water is monitored daily. I assign and supervise the
work done by engine department personnel. I set engine
room watches, specify duties, and make sure that watches
are maintained.

A MARINE ENGINEER

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 Öresund, with its great traffic density. Captain
James is conning the ship. Mr Gray, the helmsman, is
carrying out the orders.
- Full speed. Steer 150 degrees, orders Captain James.
- Steer 150 degrees, repeats Gray, the helmsman.

A few seconds later when the compass card settles on the
mark, Gray says: “Steering 150 degrees, sir.”
- Port 10 degrees.
- Port 10, sir.
- Ease to five, says the Captain and Gray brings the wheel
back.
- Midships.
- Midships.
10 02
- Steer 130 degrees.
- Steering 130 degrees, answers Gray, as the heading
steadies.

The Bridge
The navigational equipment on board the Marina includes
satellite navigational equipment: a GPS (Global Positioning
System) receiver, 2 radars (X-band with ARPA & S-band,
AIS (Automatic Identification System), a gyro compass and
a magnetic compass, a speed log, an electronic chart, an
echo sounder and a wind measuring station.

The radio equipment includes the use of GMDSS (Global
Maritime Distress and Safety System) for zones A1, A2 and
A3 (A4). The GMDSS makes use of both satellite and
conventional radio systems.
Sea Area A1 requires short range radio services - VHF is
used to provide voice and automatic distress alerting via
Digital Selective Calling (DSC).
10 03
Sea Area A2 requires medium range services. Medium
Frequencies (MF - 2 MHz) are used for voice and DSC. Sea
Areas A3 and A4 require long range alerting – High
Frequencies (HF - 3 to 30 MHz), which are used for voice
communication, DSC and Narrow Band Direct Printing
(NBDP).

The Marina is equipped with a Navtex receiver and an
Inmarsat ship station fornavigational warnings,
meteorological warnings, ice reports, search and
rescueinformation, meteorological forecasts, pilot service
messages, Satnav messages etc.,and a 406 MHz EPIRB for
emergency situations.

It is close to 12 o’clock and time to hand over the watch to
the Second Mate Timo Ranta. He enters the bridge a few
minutes early and is greeted by the Captain.
- Good morning Timo, says Captain James. Ready to take
over?
º
10 04
- Well, we are in an area of high traffic density. The Öresund
strait is not one of my favourites. It can be rather tricky.
There is a great deal of crossing traffic and there seems to
be extremely heavy traffic at the moment.
- Yes, that sounds familiar, I’ve been in these waters before.
- As you can see from the display our position is 56° 23´
North and 012° 01.0´ East, course 131 degrees speed 17
knots draught 7.0 metres. Passenger ferry is crossing from
port side. The vessel should give way. Ro-ro vessel on our
port bow, 1 mile ahead of us is on the same course. The

bearing to the vessel is constant. Call me if a vessel passes
with a CPA of less than 1 mile, and keep a 0.5 mile CPA for
smaller boats all according to the standing orders. As you
know there are a great number of fishing vessels in the
area. So keep a sharp lookout –
weather conditions seem to be changing. The wind is
southwest 7 metres/second but visibility is expected to
decrease, due to fog. The next weather report will be at
1200 UTC. You may have to reduce speed.
- Ok, understood.
10 05
- I switched to manual steering from autopilot at 1135.
- I see.
- GPS is working normally, Navtex is switched on and VHF
DSC channel 70 and DSC controller switched on. Portside
radar is at six miles range scale. Starboard radar is at
twelve miles. The radars are at true motion presentation.
The following requires special attention: Magnetic and gyro
compass errors are as noted in the ship’s logbook at the
moment and the echo sounder is unreliable. At 0940 there
was an engine alarm due to problems with the main engine.
Speed was reduced to ten knots at 0945 and full speed
resumed at 1010. Present revolutions of the main engine
are, as you can see on the display, 116 per minute. There
are no
problems at the moment. There is no pumping of ballast
tanks at the moment.
Deck crew is working on outside decks. Vessel is on an
even keel. Last security patrol was an hour ago. Well, that
about sums it up. You have the watch now.
10 06
- Ok, I have the watch, says Timo.
- Good luck. Call me if you are in doubt about anything, says
Captain James as he leaves the bridge.

To navigate safely from one place to another, the ship’s
position must be recorded on charts. The positions must be
checked very often. This can be done in different ways.

In the old days, when no land was in sight, observations of
the sun, moon and stars were taken with a sextant and then
the position was worked out. Satellite navigational
equipment, the GPS, is today the most accurate and most
important aid to navigation. Radar is used both on ships and
ashore. Because the picture on the radar
screen must not be disturbed by the ship’s masts, funnels,
derricks, etc. the radar scanner is usually installed very high.
10 07
In coastal areas it is possible to take bearings of the land or
of seamarks by visual means or by radar. Today many ships
have an electronic chart which shows the ship’s position and
route. Information on the route is fed into the ship’s
integrated navigational system and the ship can be switched
from manual to automatic steering,
the so-called auto-pilot.

If you need to find out how deep the water is, you can take
soundings by using the echo-sounder, or a sonar. If it is
cloudy, no land can be sighted, and all other navigational
aids are out of function, the position may still be calculated
by dead reckoning.

IMPORTANT! Study the following structures:
Do you remember these? Study these sentences, some of
them from the text.
Radars are used both on land and at sea.
The radar scanner is usually installed very high.
The Marina was built in Finland.
Have the holds been cleaned?
The ship’s position must be recorded on charts.

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UNIT 11

Survival in an emergency

11 01
On board the Marina, like on most merchant vessels, there
are clear instructions for the crew on how to act during an
emergency. Every crew member has their own specific
duties, and when the alarm goes everyone immediately
rushes to their station to carry out their tasks. All the rescue
equipment on board has to fulfil the rules and regulations
given in the SOLAS, The Convention for Safety of Life at
Sea.

Let us follow a boat drill on board the MS Marina.

The following is heard on the loudspeaker…
This is your Captain speaking. All officers report to the
bridge. All crew members to assembly stations!
Leave the engine-room, the superstructure and your cabins
immediately!
Take lifejackets and emergency equipment with you
according to the muster list.
Do not go to the lifeboat stations before ordered or enter the
life-rafts and lifeboats -
the order to enter will be given by the officers.

EVACUATION AND ROLL CALL

11 02
A: Evacuate all decks, rooms and spaces and report!
B: All decks, rooms and spaces evacuated.
A: Assembly station 1. This is Bridge. Report on number of
crew at assembly station!
B: Bridge. This is Assembly station 1. Number of crew
members at station is not yet complete.
A: Assembly station 1. This is Bridge. Search for missing
crew members and report.
B: Bridge. Assembly station 1. Missing crew member
recovered.

ABANDONING VESSEL

11 03
A: Lifeboatmen! Check the outfit of crew members at
assembly stations and report!
B: Outfit of crew is complete.
A: Put on warm clothing - long trousers, head covering and
report. Crew! Follow the lifeboatmen to the lifeboat stations
and life-raft stations on the embarkation deck.
A: Swing out number 1 and 2 lifeboats and report.
B: Number 1 and 2 lifeboats swung out.
A: Lower number 1 and 2 lifeboats alongside the
embarkation deck. Enter the lifeboats via the deck. Hold on
to your seats while launching.
A: Throw overboard life-raft and report!
B: Life-raft thrown overboard.
11 04
Enter the life-rafts via the slides, ladder, nets and manropes.
Jump onto the life-raft alongside the vessel.
Clear the entrance of the life-raft.
Jump into the water and enter the life-rafts.
Assist helpless people.
Sit down in the life-rafts immediately.

- Report on number of injured persons!
- No persons injured.
- Let go sea anchor and report!
- Sea anchor is let go.
- Fire rockets for identification.
- Connect the life-boats and rafts with lines and report!
- Life-rafts and lifeboats connected.
11 05

Now let’s learn some more about survival in an emergency.
The following advice can be found on the Survival Card
published by The Nautical Institute in Great Britain:

WHEN YOU HEAR AN EMERGENCY SIGNAL
Go to your station.
If possible, collect warm clothes, waterproof clothing and a
lifejacket from their stowage.
Have a good drink of water.

IF YOU HAVE TO ABANDON SHIP
Put on waterproof clothes, rescue suits and lifejacket.
Assist in loading extra water, provisions (not protein food)
and blankets.
Release lifeboat or cut life-raft painter.
Secure painters, launch lifeboats/rafts and board safe if
possible.
Assist clearing the ship’s side and danger area, stream the
sea anchor.
Avoid unnecessary swimming if you have to enter the water.
11 06

SURVIVAL AFTER SHIPWRECK / GENERAL
Help protect yourself from the environment:
• take anti-seasickness pills
• inflate floor and use doors to regulate conditions in life-
rafts
• in open lifeboats, erect canopy. Keep as warm and dry as
possible.
• follow the instructions in the survival equipment.

POST COMMAND
The senior fit survivor must take command and decide on:
• the distribution of survivors (full rafts in cold climates, as
few as possible in hot
climates)
• a congregation of rafts and boats to make a better target
for air search
• navigation
• fair rationing of food supplies
• distribution of duties, lookouts and routine
11 07

FIRST PRIORITY: PROTECTION
You should:
• bail out the boat/raft, inflate life-raft floor, rig canopy
(boats), close entrances
• keep the raft/ boat dry, prevent reswamping, keep head to
wind and cast sea anchor
• check for leaks and make repairs, collect useful flotsam
• apply first aid
• treat for asphyxia / breathing difficulties; (clear airways,
commence mouth-to mouth)
• stop bleeding (apply pad and bandages)
• treat for shock (keep warm, encourage, relieve pain)
• treat fractures
• prevent sea sickness (everyone should take a pill if
available)
• keep clothing on. Wet clothing is much better than no
clothes. Insulate yourself
from weather and water as well as you can.
11 08

SECOND PRIORITY: LOCATION
You can do the following to assist location of the raft:
• stay where you are. Normally the search will start in the
vicinity of the wreck
• prepare your signalling devices, and mount a lookout. Put
the emergency
transmitter to use.
• read survival literature in the life-raft survival pack

THIRD PRIORITY: WATER
You should start a strict rationing at once.
• normally drink nothing for the first 24 hours

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• 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.

11 09

FOURTH PRIORITY: FOOD
You don’t need food for long periods so:

• 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 fire-
fighting 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 non-
smoking areas must be clearly defined. Comply with no-
smoking signs. No one should be allowed to smoke e.g. in a
ship’s 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

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 fire-
proof 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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UNIT 12

Helicopter Rescue

12 01
The Marina has unloaded its cargo in the port of Gdynia,
and is now in the Gulf of Finland passing south of Hanko
well on her way towards her destination, the port of Kotka.
Suddenly Captain James receives some alarming
information from the engine room. Peter Green, one of the
motormen, has injured his leg badly and needs immediate
medical attention. The patient needs helicopter assistance
and must be hoisted by helicopter stretcher.

Captain James then sends the following urgency message
by DSC. He sends the message directly to the MRSC
(Maritime Rescue Sub Centre) Helsinki, MMSI
number 002302000, as the vessel is within its area.

Format: SELECTIVE
Party ID: 002302000
Category: URGENCY
Telecom 1: TELEPHONY
Work Channel: NONE
Transmitted: Ch 70

12 02

Marina receives the following acknowledgement by DSC:

Format: SELECTIVE
From:
Category: URGENCY
Telecom 1: TELEPHONY
Work Channel: 14
Transmitted: Ch 70

12 03

After this follows voice communication. Captain James picks
up the radiotelephone and sends the following urgency
message on channel 14:
Pan-Pan, Pan-Pan, Pan-Pan.
Rescue Centre Helsinki.
This is Marina, Marina, Marina.
Mike Whiskey Yankee Alpha 3
Position: Latitude 59° 40´North
Longitude 024° 00´East
One crew member badly injured.
REQUEST: Immediate helicopter assistance for
transportation to hospital.
Over.
12 04

A few moments later there is an answer to the Pan-Pan and
the following message is heard:
Pan-Pan, Marina.
This is Rescue Centre Helsinki.
Pan-Pan received.

Marina.
Rescue Centre Helsinki.
We are coming to your assistance.
We are sending a helicopter and doctor.
Say again your position.
Over.
12 05
Rescue Centre Helsinki.
Marina
Position: Latitude 59° 40´North
Longitude 024° 00´East
Over.

Marina.
Rescue Centre Helsinki.
Understood.
Helicopter ETA is 30 minutes.
What is your course and speed and what are the weather
conditions in area?

Over.
12 06
Rescue Centre Helsinki.
Marina.
Our course is 090°, speed 15 knots. Southwesterly wi nd 8
m/s, visibility 3 miles.
Over.

Rescue Centre Helsinki asks the Marina to stand by on
traffic channel 14. It will take about 30 minutes before the
helicopter can take off, and another 30 minutes for it to
reach the scene of the accident. Meanwhile the patient is
being prepared for hoisting.
Peter Green, the injured man, has been given first aid and a
life-jacket has been put on. He is given pain-relievers, and
information about his medication is tagged on to his person.
As Peter is in foreign waters, his seaman’s book is also sent
along with him.
12 07

All loose parts in the rigging must be taken down and
secured before the helicopter arrives. The helicopter will
normally approach the ship from the stern on the port side.
This gives the winch-operator and the pilot the best view of
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
preparations have been completed before the helicopter
arrives. Voice communication will be impossible when the
air is filled with the powerful noise of engines and rotor-
blades. The air will be white with spray; and it will even be
difficult to stand upright.

As it is dark outside, the ship has to be well illuminated to
make it easier for the helicopter to see the vessel and the
pick-up area. Captain James gives an order to direct the
spotlights towards the deck, so as not to blind the pilot.

The helicopter is now only a few miles from the Marina.
12 08

Marina.
This is helicopter pilot.
We are now 2 miles from your position.
Maintain a course 245° that will keep the wind 30° on port
bow. We will first lower the guide rope.
Then a stretcher in order to pick up the patient.
Over.

Helicopter.
This is Marina.
Understood.
I will keep wind 30° on port bow.
Landing party ready to receive you.
Over.
12 09
The guide rope is lowered, touches the water and lands on
deck. It is tended by one of the deckhands throughout the
operation. The helicopter takes a hovering position a little
away from the ship on the port side, and a rescue man is
lowered. He will take charge of the hoisting operation. Next
the helicopter stretcher is lowered. Peter Green is moved to
the helicopter stretcher and he is covered in blankets, which
are secured so as not to blow away during the lift. The
rescue man gives the signal for hoisting.
Slowly and rather awkwardly the stretcher rises into the air,
while the men are trying to steady it with the guide-rope.
The stretcher finally reaches the helicopter, where the
winch-operator is ready to receive it.
12 10

The operation has been carried out successfully. The rescue man is
hoisted, and the helicopter rushes to the nearest hospital, where
Peter will be given medical treatment. On board the Marina there is

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UNIT 13

AN ENCOUNTER WITH THE COAST GUARD
Trespassing in a Restricted Area

13 01
After the incident with the injured motorman and the
helicopter rescue operationCaptain James leaves the
bridge, and goes to his cabin to get some sleep.

Timo Ranta, the Second Mate remains in charge on the
navigation bridge. After a few hours the weather conditions
start to change and visibility is greatly reduced by fog.
Timo gives orders to reduce speed and the Marina proceeds
on its route. When the vessel is approaching the area south
of Helsinki, the instruments on the bridge start to behave in
a strange way.

13 02
The automatic steering system, the autopilot, is no longer
working properly, and the picture on the radar screen breaks
down as well. Timo Ranta, who lacks Captains James’
experience at sea, finds himself in trouble. Due to a
navigational error on his part the Marina gets off course.
Then suddenly there is a complete breakdown, a socalled
blackout in the ship’s power system and the Marina starts
drifting with the strong southerly wind directly towards the
restricted area southeast of Helsinki.

Marina’s manoeuvre has not gone unnoticed. It is 4 a.m. at
Suomenlinna Coast Guard station. Lieutenant Mustasaari is
on duty and notices an unknown vessel on the radar screen,
heading away from the main fairway towards the restricted
area
southeast of the station.

Mustasaari decides that he will have to send out a patrol
boat to board the foreign vessel and interrogate the Captain.

13 03

First he makes contact on the radio. Luckily the radio is now
working on board the Marina.

Calling vessel in position
Latitude: 60° 00´ North
Longitude: 025° 04´East
Calling vessel in position
Latitude: 60° 00´ North
Longitude: 025° 04´East
This is Finnish Coast Guard, Finnish Coast Guard.
On Channel 16.
Over.
13 04

Finnish Coast Guard.
This is Marina.
In position
Latitude: 60° 00´ North
Longitude: 025° 04´East

Marina.
Finnish Coast Guard.
Please take channel 10.
Over.
Finnish Coast Guard.
Marina.
On Channel 10.
Over.
13 05

Marina.
Finnish Coast Guard.
You are steering a dangerous course. You are heading
towards shallow water. You must alter course immediately
180 degrees.
Coast Guard vessel approaching your vessel.
Request permission to come on board.
Over.

Finnish Coast Guard.
Marina.
You are welcome on board.
We are rigging pilot ladder on port side.
Over.
13 06

Marina.
Finnish Coast Guard.
Understood. Pilot ladder is rigged on port side.
Out.
As Lieutenant Mustasaari boards the Marina, he is met by
Timo Ranta the Second Mate.
- Good morning. We are from the Finnish Coast Guard. I
would like to speak to your Captain immediately.
- Certainly. Come this way, please.

Mustasaari follows Timo Ranta to the navigation bridge,
where Captain James is waiting.
13 07
- Good morning, I’m Captain James, what can I do for you?
What is the reason for your visit?
- Good morning, I’m Lieutenant Petteri Mustasaari from the
Finnish Coast Guard vessel. I’m afraid I will have to ask you
some questions. Your ship has deviated from the main
fairway and you are now in a so-called restricted area.
- Indeed, I had no idea. We had a blackout just now but the
power is working again.
I realised we were off course. I was relieved that we didn’t
run aground. What seems to be the problem? This is not a
military area, as far as I understand.
- No, it isn’t. But in a restricted area foreign vessels can
pass only by the main fairway. And it is prohibited to anchor,
without a special reason or a permit. May I
see your identification papers, please?
- Yes, here you are.
- What is your port of destination?
- It is Kotka.
13 08
- What is your port of departure?
- Santander in Spain, with ports of call on route. Our last
port was Riga in Latvia.
- And what is the purpose of your visit?
- I am on my way to unload a cargo in the port of Kotka.
- I’m afraid sir I will have to compile an official report on this.
You have not been complying with the regulations. You said
that you are on your way to Kotka. Why are you not in the
main fairway? You are rather far off the route. How do you
explain this fact?
- Well, one of our crew members was very badly injured. He
was picked up by helicopter in position 59° 40´ Nor th and
024° 00´ East. After that the weather conditions beca me
worse. There was a breakdown in our power system when
the vessel was passing south of Helsinki Lighthouse. I
myself was not on the bridge at the time. Our navigational
equipment did not work properly, and there must have been
a navigational error of some kind. But then visibility is very
bad, there is a thick fog.
13 09
- Yes, that’s right. Can you show me the logbook? Thank
you. Did you send distress signals when your man was
injured? Oh, yes here it is. You signalled on channel 16 and
the helicopter arrived.
- Yes. It carried our man to hospital for treatment.
- Can I have a look at the Muster Roll, please? Mmm, I can
see that one of your crew members is signing off in Kotka.
He is of Algerian nationality.
- Yes, he is signing on to a German vessel in Kotka a few
days after our arrival.
- I see. Has he got a visa?
- No, he hasn’t.